The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I
4.1.2 Living Environment
(1) Demand Analysis In 2040, Greater Yangon will need about 1,232,000 housing units due to its growing population. In the demand analysis for housing units in each township in Greater Yangon for 2040, East Dagon and Thanlyin will need about 200,000 units; Mingalardon will require 100,000 units; and Dala, Hlegu, Hmawbi, Htantabin and Twantay will need over 60,000 units. Table 4.1.15- 4.1.19 show the current and projected population and number of families in each township in the different areas in Yangon.
Table 4.1.15: Population and Number of Families in Townships in the CBD Area No. of Current Projected Code Township Name Township Group District Area (m2) Wards 2011 2018 2020 2025 2030 2035 2040 Latha CBD Yangon (West) 10 604,770 34,125 34,125 34,125 34,125 34,125 34,125 34,125 1 0 0 0 0 0 0
Lanmadaw CBD Yangon (West) 12 1,310,572 43,137 43,137 43,137 43,137 43,137 43,137 43,137 2 0 0 0 0 0 0
Pabedan CBD Yangon (West) 11 618,984 37,551 37,551 37,551 37,551 37,551 37,551 37,551 3 0 0 0 0 0 0
Kyauktada CBD Yangon (West) 9 701,876 34,797 34,797 34,797 34,797 34,797 34,797 34,797 4 0 0 0 0 0 0
Botahtaung CBD Yangon (East) 10 2,601,921 49,134 49,134 49,134 49,134 49,134 49,134 49,134 5 0 0 0 0 0 0
Pazundaung CBD Yangon (East) 9 1,067,498 53,648 54,182 54,353 54,822 55,354 55,959 56,647 6 534 705 1,174 1,706 2,311 2,999 107 141 235 341 462 600 Source: JICA Study Team
Table 4.1.16: Population and Number of Families in Townships in the Inner Urban Ring Area No. of Current Projected Code Township Name Township Group District Area (m2) Wards 2011 2018 2020 2025 2030 2035 2040 Ahlone Inner Urban Ring Yangon (West) 11 3,380,984 65,510 66,044 66,215 66,684 67,216 67,821 68,509 7 534 705 1,174 1,706 2,311 2,999 107 141 235 341 462 600 Kyee Myin Daing Inner Urban Ring Yangon (West) 22 4,570,110 115,841 121,718 123,600 128,751 134,607 141,265 148,835 8 5,877 7,759 12,910 18,766 25,424 32,994 1,175 1,552 2,582 3,753 5,085 6,599 Sanchaung Inner Urban Ring Yangon (West) 18 2,404,656 105,208 105,742 105,913 106,382 106,914 107,519 108,207 9 534 705 1,174 1,706 2,311 2,999 107 141 235 341 462 600 Dagon Inner Urban Ring Yangon (West) 5 4,894,633 24,492 28,766 30,135 33,881 38,140 42,982 48,488 10 4,274 5,643 9,389 13,648 18,490 23,996 855 1,129 1,878 2,730 3,698 4,799 Bahan Inner Urban Ring Yangon (West) 22 8,474,439 100,695 102,298 102,811 104,216 105,813 107,629 109,693 11 1,603 2,116 3,521 5,118 6,934 8,998 321 423 704 1,024 1,387 1,800 Tarmwe Inner Urban Ring Yangon (East) 20 4,985,869 191,114 192,182 192,525 193,461 194,526 195,737 197,113 12 1,068 1,411 2,347 3,412 4,623 5,999 214 282 469 682 925 1,200 Mingalar Taung Nyunt Inner Urban Ring Yangon (East) 20 4,943,032 155,767 157,370 157,883 159,288 160,885 162,701 164,765 13 1,603 2,116 3,521 5,118 6,934 8,998 321 423 704 1,024 1,387 1,800 Seikkan Inner Urban Ring Yangon (West) 3 1,174,225 2,241 2,241 2,241 2,241 2,241 2,241 2,241 14 0 0 0 0 0 0
Dawbon Inner Urban Ring Yangon (East) 14 3,111,295 87,284 87,818 87,989 88,458 88,990 89,595 90,283 15 534 705 1,174 1,706 2,311 2,999 107 141 235 341 462 600 Source: JICA Study Team
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Table 4.1.17: Population and Number of Families in Townships in the Suburbs No. of Current Projected Code Township Name Township Group District Area (m2) Wards 2011 2018 2020 2025 2030 2035 2040 Kamaryut Outer Ring Yangon (West) 10 6,472,493 87,881 90,552 91,408 93,749 96,411 99,437 102,878 16 2,671 3,527 5,868 8,530 11,556 14,997 534 705 1,174 1,706 2,311 2,999 Hlaing Outer Ring Yangon (West) 16 9,820,283 151,014 153,151 153,835 155,708 157,838 160,259 163,012 17 2,137 2,821 4,694 6,824 9,245 11,998 427 564 939 1,365 1,849 2,400 Yankin Outer Ring Yangon (East) 16 4,791,565 125,909 125,909 125,909 125,909 125,909 125,909 125,909 18 0 0 0 0 0 0
Thingangyun Outer Ring Yangon (East) 39 13,120,302 231,621 233,758 234,442 236,315 238,445 240,866 243,619 19 2,137 2,821 4,694 6,824 9,245 11,998 427 564 939 1,365 1,849 2,400 Mayangone Northern Suburbs Yangon (West) 10 25,834,479 205,403 216,622 220,215 230,049 241,229 253,940 268,392 20 11,219 14,812 24,646 35,826 48,537 62,989 2,244 2,962 4,929 7,165 9,707 12,598 Insein Northern Suburbs Yangon (North) 21 31,397,616 311,200 322,953 326,718 337,019 348,732 362,048 377,188 21 11,753 15,518 25,819 37,532 50,848 65,988 2,351 3,104 5,164 7,506 10,170 13,198 Mingalardon Northern Suburbs Yangon (North) 32 127,943,855 288,858 398,909 434,158 530,621 640,293 764,983 906,748 22 110,051 145,300 241,763 351,435 476,125 617,890 22,010 29,060 48,353 70,287 95,225 123,578 North Okkalapa Older Suburbs Yangon (East) 19 27,755,247 333,484 349,511 354,644 368,692 384,664 402,823 423,468 23 16,027 21,160 35,208 51,180 69,339 89,984 3,205 4,232 7,042 10,236 13,868 17,997 South Okkalapa Older Suburbs Yangon (East) 13 8,217,705 191,388 192,456 192,799 193,735 194,800 196,011 197,387 24 1,068 1,411 2,347 3,412 4,623 5,999 214 282 469 682 925 1,200 Thaketa Older Suburbs Yangon (East) 19 13,448,713 253,284 258,092 259,632 263,846 268,638 274,086 280,279 25 4,808 6,348 10,562 15,354 20,802 26,995 962 1,270 2,112 3,071 4,160 5,399 Dala South of CBD Yangon (South) 46 98,400,859 181,087 236,112 253,737 301,968 356,804 419,150 490,032 26 55,025 72,650 120,881 175,717 238,063 308,945 11,005 14,530 24,176 35,143 47,613 61,789 Seikgyikhanaungto South of CBD Yangon (South) 9 12,101,872 38,425 44,836 46,889 52,508 58,897 66,160 74,419 27 6,411 8,464 14,083 20,472 27,735 35,994 1,282 1,693 2,817 4,094 5,547 7,199 Shwe Pyi Thar New Suburbs Yangon (North) 27 52,706,107 295,993 334,992 347,483 381,666 420,531 464,717 514,954 28 38,999 51,490 85,673 124,538 168,724 218,961 7,800 10,298 17,135 24,908 33,745 43,792 Hlaing Tharyar New Suburbs Yangon (North) 29 77,614,147 488,768 533,109 547,311 586,177 630,366 680,605 737,724 29 44,341 58,543 97,409 141,598 191,837 248,956 8,868 11,709 19,482 28,320 38,367 49,791 North Dagon New Suburbs Yangon (East) 27 24,177,408 221,200 232,953 236,718 247,019 258,732 272,048 287,188 30 11,753 15,518 25,819 37,532 50,848 65,988 2,351 3,104 5,164 7,506 10,170 13,198 South Dagon New Suburbs Yangon (East) 39 37,506,127 370,403 402,457 412,724 440,819 472,763 509,080 550,371 31 32,054 42,321 70,416 102,360 138,677 179,968 6,411 8,464 14,083 20,472 27,735 35,994 East Dagon New Suburbs Yangon (East) 60 170,871,278 145,505 330,348 389,553 551,573 735,779 945,210 1,183,320 32 184,843 244,048 406,068 590,274 799,705 1,037,815 36,969 48,810 81,214 118,055 159,941 207,563 Dagon Seikkan New Suburbs Yangon (East) 48 42,035,707 120,161 169,844 185,758 229,306 278,818 335,111 399,111 33 49,683 65,597 109,145 158,657 214,950 278,950 9,937 13,119 21,829 31,731 42,990 55,790 Kyauktan Periphery Area Yangon (South) 13 76,120,987 48,473 67,171 73,160 89,549 108,183 129,368 153,454 34 18,698 24,687 41,076 59,710 80,895 104,981 3,740 4,937 8,215 11,942 16,179 20,996 Thanlyin Periphery Area Yangon (South) 36 254,846,226 181,959 371,076 431,650 597,416 785,881 1,000,154 1,243,770 35 189,117 249,691 415,457 603,922 818,195 1,061,811 37,823 49,938 83,091 120,784 163,639 212,362 Hlegu Periphery Area Yangon (North) 14 101,003,839 50,793 136,804 164,353 239,744 325,458 422,910 533,707 36 86,011 113,560 188,951 274,665 372,117 482,914 17,202 22,712 37,790 54,933 74,423 96,583 Hmawbi Periphery Area Yangon (North) 18 84,228,570 83,719 167,059 193,752 266,802 349,854 444,280 551,636 37 83,340 110,033 183,083 266,135 360,561 467,917 16,668 22,007 36,617 53,227 72,112 93,583 Htantabin Periphery Area Yangon (North) 18 81,770,250 40,234 103,807 124,170 179,893 243,247 315,277 397,170 38 63,573 83,936 139,659 203,013 275,043 356,936 12,715 16,787 27,932 40,603 55,009 71,387 Twantay Periphery Area Yangon (South) 10 107,864,054 24,936 79,427 96,881 144,644 198,947 260,687 330,882 39 54,491 71,945 119,708 174,011 235,751 305,946 10,898 14,389 23,942 34,802 47,150 61,189 Source: JICA Study Team Based on the result of the household income survey (HIS), the average income of Yangon citizens (or household) is about MMK 100,000-150,000. The distribution of income is shown in Figure 4.1.11.
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(Persons) 2,500
2,000
1,500
1,000
500
0
(MMK/Month) Source: JICA Study Team Figure 4.1.11: Current Situation of Income Based on Household Income Survey
The households earning income in Greater Yangon can be divided into five groups. Group I is the low-income households who earn about US$5.5 per day. Groups II and III are middle-income households, and Groups IV and V are high-income households. Group I families may live in cheaper rental houses. Groups II and III live in average rental houses. Group IV and V families belong to the market of house buyers. Table 4.1.18 shows the details of the different income groups in Yangon.
Table 4.1.18: Classification of Income (HIS) Group. I II III IV V Class I II III Income ≤100,000 100,001 150,001 200,001 ≥300,001 (MMK/month) -150,000 -200,000 -300000
（US$/month） ≤166 166-174 174-232 232-348 ≥348
Ratio 18% 21% 19% 19% 23% Source: JICA Study Team Group 1, whose monthly earnings are MMK 100,000 and below, fall under Class I. Groups II and II, whose monthly earnings range from MMK 100,000-150,000, are categorized as Class II. The relatively well-to-do households of Groups IV and V, whose monthly earnings are MMK 200,000 and above, fall under Class III.
Table 4.1.19: Number of Families (Class I – III) Low Income Middle Income High Income Contents total Class-I Class-II Class-III Number of families 221,685 492,632 517,264 1,231,581 Ratio 18% 40% 42% 100% Source: JICA Study Team Until 2040, the Government of Myanmar, YCDC, and private companies must construct about 1,232,000 new houses in Greater Yangon. About 222,000 units for Class I, 493,000 units for Class II, and 517,000 units for Class III families. Table 4.1.20 shows the monthly expenditure of families in Yangon based on HIS. The average spending of families in Greater Yangon is MMK 216,199, which excludes the house rent.
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Table 4.1.20: Monthly Expenditure of Greater Yangon’s Family Food and Telephone Transportation Internet Education Clothing Beverage Healthcare Call (Gasoline, Parking, Charges Expences Charges Public Transport Use) Number of 1,381 915 1,192 1,183 1,324 174 968 Answers Maximum 2,000,000 600,000 1,500,000 600,000 600,000 2,000,000 1,000,000 (MMK) Minimum 500 500 500 200 200 200 200 (MMK) Average 58,157 15,509 102,603 22,372 14,317 26,084 24,387 (MMK)
Source of Lighting Water Sludge Fuel Oil for Removal For For Cleaning Candle, Private Service Others Total Electricity Domestic Drinking Charges Battery Generator of (for one Use Water Electricity time) Number of 1,126 9,911 2,345 520 90 1,507 1,448 895 6,654 Answers Maximum 302,000 5,000,000 1,300,000 70,000 150,000 320,000 150,000 120,000 1,000,000 (MMK) Minimum 10 1,000 200 100 100 150 100 27 50 (MMK) Average 13,671 216,199 9,874 - - 5,693 5,982 1,329 19,932 (MMK) Source: JICA Study Team
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(2) Development Policy
Realization of Living Environment that All Citizens can Enjoy Sector Vision Comfortable, Healthy and Modern Living
1) Supply of houses to accommodate the population in 2040 (proactive housing implementation for low- and middle-income families) 2) Arrangement of residential areas to facilitate public transport accessibility Basic Policy (around rail way station and bus terminal) 3) Preventing the spread of urbanization of the residential area by a massive unused land within the built-up area
The detailed explanations and background of each basic policy are as follows:
1) Supply of housing units to accommodate the increasing number of families by 2040 (proactive housing implementation for low- and middle-income groups) There is a strong need to provide housing units to accommodate the rapidly growing population in Greater Yangon. The Ministry of Construction, which has been the main player in housing development, is now shifting its function to regulatory and policy making. Therefore, local governments such as YCDC must supply inexpensive and collective housing units. There is a need to provide houses for approximately one million households by 2040 in Greater Yangon. Therefore, there must be new residential areas in suburbs, old apartments in built-up areas must be rebuilt if necessary, and new residential areas must be built on unused lands in Greater Yangon. The Department of Human Settlement and Housing Development (DHSHD) under the Ministry of Construction, YCDC, and private companies must act to become the principal of residential construction. In addition, there is a need to establishment a public organization that specializes in the development of new residential areas. Recently, as Greater Yangon has soaring land prices, and land development for public residential areas has become difficult, it is then necessary to use public or government lands for housing projects. Since the target shall be affordable housing for rent for low-income groups, this is a very highly anticipated public enterprise. For this reason, together with rental income, funds are need to operate the housing project for low-income groups. For example, a private company may proceed to develop housing for high-income earners. Alternatively, it is necessary to incorporate measures such as rent to serve as budget for the development housing for low-income groups. There is a need to establish a system that can build numerous low-cost housing projects. It will be considered as an effective method for re-development of slums by private sectors. In Greater Yangon some sites private sectors (the construction industry, real estate appraisers and money brokers) have re-developed.
2) Arrangement of residential areas to facilitate public transport accessibility (round the rail way station and bus terminal) In order to promote the use of public transport, it is more convenient to construct high-rise residential buildings around the railway stations and bus terminals. The location of train stations and high-rise residential buildings that have been planned by DHSHD are appropriate.
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To promote the use of public transportation, there is a residential development should be near public transport hubs. High-density residential areas are to be developed near railway stations, while medium- and low-density residential areas will be near bus terminals. In addition, to ensure the convenience of persons with disability and senior citizens, barrier-free urban infrastructures will be adopted.
3) For the informal settlers living in Greater Yangon, rental houses will be constructed to promote health and urban living Many informal settlements exist in Greater Yangon. There have been many fire outbreaks around these areas and many buildings have been damaged (7,737 units: 1985-1989). As for the housing policy of Greater Yangon, all families must have the opportunity for healthy and civilized living environment. The government has prepared new houses for low-income families. Low-income families must pay the rent that will be about 1/10 of their monthly incomes. Rental housing will be built as part of the infrastructure for these groups.
(2) Goals and Target Effect Indicators For the purpose of evaluation of future living environment and to confirm the outcomes, the development goals and effect indicators as shown in Table 4.1.21 have been prepared.
Table 4.1.21: Development Goals and Effect Indicators (Living Environment) Development Goal Effect Indicators 2012 (current situation) 1,114,000 units 2025 +482,000 units a) Housing 2030 +700,000 units 2035 +949,000 units 2040 +1,232,000units Source: JICA Study Team
(3) Strategy for Living Environment
1) Housing development through a variety of business methods: Pilot projects on housing development on the sites owned by the Government of Myanmar government and YCDC. Reconstruction of old apartments to high-rise residential buildings in CBD Residential construction using funds by the global market Absorption and activity development benefit for advanced acquisition of land and development of residential areas. Foundation of tax for new urban development and renewal
2) Expansion of preferential policies to encourage private companies to develop housing projects Promotion of measures to redevelop the old buildings in the CBD In Greater Yangon, the implementation of measures to mandate the construction of low-income housing with a certain percentage
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In the suburbs, development of a new city to facilitate the establishment of a union by landowners Establishment of a new incentive system for private sector about slum re-development
3) Residential area development with railway infrastructure 1) Development around railway stations High-rise condominium will be built near the railway station Offices and commercial buildings are built next to the station 2) Promotion of prompt development through the government and association of rightful claims to land use right Organize the association of land and floor right owners for the prompt development of new housing projects Collect funds for development cooperation that is equivalent with the increase in price of land right
(4) Proposed projects and implementation schedule The outline of the living environment plan and schedule is described as follows:
1) Infrastructure Layout The basic concept of Future land use plan in the suburban residential area is summarized as follows: Business, commercial, and high-rise apartments will surround the railway stations. Also, there will be a station frontage which will be connected to the arterial road. These will help form a dense urban area around the railway station. For residential areas that are required in the year 2040, three types of housing. In 2040, Greater Yangon will need about 1,232,000 housing units because of the country’s growing population. Table 4.1.22 shows the types of housing to be allotted for different income groups. Figure 4.1.12 and Figure 4.1.13 show the plans for the typical house to be allotted for different income groups.
Table 4.1.22: Type of House (Class I-III) Class-I Class-II Class-III Area 540 720 720 (in sq. ft.) or 50 m2 or 67 m2 or 67 m2 Cost (MMK) 7,500,000 10,000,000 10,000,000 Unit Cost (MMK/m2) 149,000 Ownership form Rent Rent Sale Electricity o o o Piped Water Supply o o o Urban Sewage o o o Services Sludge Removal from Septic Tank o o o Parking x o o Note: o- Applicable; x-Not applicable Source: JICA Study Team
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The costs of the units shown in Figure 4.1.12 and Figure 4.1.13 are MMK7,500,000 and MMK10,000,000, respectively. As an example, the amount of payment per month for Class-III groups is discussed. About MMK92,010 per month for ten years must be paid to the bank (condition of payment: equal monthly payment for 120 months with 2% interest rate). Since the selling price of a house is about three times the annual income of the householder in Greater Yangon, Class III groups will be required to pay MMK300,000 or more per month, aside from the MMK92,010 monthly payment.
Source: JICA Study Team Figure 4.1.12: Plan of House (Class I for Rent)
Source: JICA Study Team Figure 4.1.13: Plan of House (Class II and Class III for Rent and Sale)
Table 4.1.23: Types of Owner for Class I – III ( o: Applicable / x: Not applicable) Class-I Class-II Class-III Ownership form Rent lot Rent lot Selling lot Setting the rent or Under 1/10 of the At 1/10 of the Payment option based mortgage payments monthly salary monthly salary + on the fund maintenance cost management plan (Consideration with business plan) Sublet or resale x x o Source: JICA Study Team
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In the new residences, the establishment of educational and medical facilities is considered to attract tenants. The layout of educational and medical institutions is arranged in accordance with the manual issued by Ministry of Construction. The case study (or basic concept) is summarized below, while the effective distance of each facility is shown in Figure 4.1.14.
Township(image) Arterial Road
Sub Arterial Road
Pedestrian
Pedestrian
Source: JICA Study Team Figure 4.1.14: Case Study for the Layout of Educational and Medical Institutions
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4.1.3 Social Services
(1) Development Policy
Sector Vision Provision of Equal and Inclusive Social Services for All Citizens
1) Provision of mobility and accessibility for all 2) Provision of equal opportunity of education for all Basic Policy 3) Provision of equal opportunity of employment for all 4) Provision of healthy and secure living environment for all
Achievements of the goals, objectives, and visions of the Master Plan will bring benefits generated by economic growth and globalization. Those benefits should be shared with all the people in the community, which is an important factor in realizing all the processes in the inclusive development. The inclusive development should provide equal opportunity and accessibility for all persons and allow them fully to participate and contribute in the process of growth. It has a target for wider levels of social groups not only the groups with limited means of living, but also those classified in any income groups. Urban development in Yangon City should be achieved with good recognition and enough considerations on this issue, and realize strengthened socio-economic structures. The detailed explanations and background of each basic policy are given as below:
1) Provision of Mobility and Accessibility for All Mobility and accessibility are the most important instruments that will create equal and inclusive society. Particularly for the persons with disabilities (PwDs), such as the handicapped, the aged, and persons who have difficulties to go out due to poor public transport mode or access to buildings. Such persons are losing their opportunities of traveling and accessing the society. In addition, poverty groups are also in the same situation with PwDs. Their mobility is currently limited to public transport modes, which offer cheaper price but relatively lower service level. Those situations should be improved together with improvement of infrastructure and institutions. However, improvement of public transport services should be provided by the Urban Transport Sector. In consideration of the Social Sector, assistance for PwDs and poor groups should be provided.
2) Provision of Opportunity of Education for All Currently, the access to education is also limited particularly for low income groups and minorities.. There are nine townships where school enrollment ratio of five years old children is substantially lower than 100% according to data books of General Administrative Department, Ministry of Home Affairs in 2012. This number should be increased to 100%. In addition, comparing the school enrollment ratio of five years old children at the beginning of primary school and those of ten years old children at the beginning of middle school, it has decreased by 37%. This indicates that a large ratio of students is unable to continue education beyond the primary school. That is mainly caused by poverty, poor access mode to schools, and gap of number of schools, i.e. the ratio of middle school and primary school is about 1:6.6. Measures to reduce those students should be taken. The indicators to assess those changes can be taken by a school enrollment ratio of five years old children and a ratio of student eligible for university, which shows a percentage of students who pass the matriculation examination.
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3) Provision of Equal Opportunity of Employment for All The labor market and employment opportunities have many gaps concerning those classified as vulnerable groups such as gender, PwDs, poverty groups, and lower education levels, as well as newly graduates from universities. Many students who graduated in the university cannot find immediate employment, and remain dependent to their parents for several months or years. Those hidden demands of vulnerable groups and newly entries to labor market should be clarified and matched with appropriate jobs. Therefore, job matching services should be provided for them. In addition, appropriate vocational training programs for job seekers should be provided particularly for vulnerable groups. The participation of vulnerable groups to growth process of the city will contribute in realizing an inclusive development.
4) Provision of Healthy and Secure Living Environment for All The quality of living environment depends on the health condition and connectivity to urban services. The health facilities by types are not equally distributed in the city currently. The gap of service level should be balanced by establishing necessary health facilities. However, those establishments should be achieved together with appropriate assignment of qualified health workers. On the other hand, even if urban services will be developed by the responsible sectors in the Master Plan, supports to poverty groups to access urban services are required.
(2) Goals and Target Effect Indicators For the purpose of evaluation of improvements and to confirm its outcomes, the following development goals and effect indicators are prepared:
Table 4.1.24: Development Goals and Effect Indicators (Social Service) Development Goal Effect Indicators Average school enrollment ratio of five years old a) Increase of accessibility to school (98.6% ➝ 100.0 %) Ratio of Middle School Students by Primary School Students b) Decrease of retired students (63% ➝ 80%) Students to teacher ratio in primary school c) Improvement of quality of education (50.1 ➝ 30) Number of hospitals per 1,000 population d) Increase of accessibility to hospital (0.44 ➝ 0.50) Source: JICA Study Team
(3) Strategy for Social Services Formulation and implementation of a development strategy for social services will facilitate for sustainable economic growth and human development in the long term. In particular, development strategy for social services will accelerate steps towards establishing a society where income and employment opportunities expand rapidly, where children have universal access to quality education, where everyone has access to proper and affordable health care, where socially disadvantaged groups are fully integrated into the development process. Since the target of social services varies widely, the strategy for social services shall be provided by the target groups and cross-cutting issues.
1) Education Education is the most important of the country development. Therefore, it should be upgraded not only infrastructures but also education system and school curriculum. Education in both schools and teachers should be provided equally in the city according to the expected population in the future. However, it is difficult to construct a public school in remote and
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scarcely populated areas. In such case, establishment of branch school or operation of school bus should be considered. Besides the following a range of supports also should be provided to overcome barriers that may prevent poorer households from availing themselves of educational opportunities. Preparation of school allocation plan according to the estimated future population and number of students. Upgrading teacher quality with pre-service and in-service teacher training programs Improvement of infrastructures for educational institutions such as open more schools with modern teaching aids Expansion for provision of post-primary schools including middle schools and branch schools Operation of school bus service to commute from remote area Launching mobile school program in remote area & special program for over-age children Upgrading education standard to international level and alignment with the needs of technology driven labor market Close communication with the monastic schools and the government to have consistency with the government policy on education Develop regulations that lead to greater complementarities between private and public schools
2) Health Indeed, health conditions may increase the risk of poverty through lost earnings and health expenditures. Thus, this sector requires a great deal of attention. Strengthening of health workforce, facilities, medical products/technology, and improving the quality of health workers are top priority to achieve a certain level of well-being and improve the quality of life. The following recommendations should be considered to enhance the health status of the community. Establish hospitals in proper size to improve health care coverage especially for grass roots level Establish appropriate and sustainable health financing scheme Training of health provider (in-service and on-the-job) and appropriate assignment of qualified health workers Launch program for promotion of public health, such as education and information about the spread of diseases, and tobacco control by mass media Improve access and availability of health care services, safe water supply and sanitary latrines Introduce health insurance system particularly for the urban poor community Community support system for elderly people to provide health care, social care and protection in their activities of daily life
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3) Poverty Groups Poverty level of Yangon City is better compared to the situation in the whole of Myanmar; however, there still exists many urban poor communities particularly in the peripheral area. Provision of a comprehensive and flexible supporting system together with education, employment, and health are required. In addition, improvement of urban services enhances upgrading of living conditions of the households particularly for poverty groups. Survey on the existing condition of poverty group and orphans regarding living condition, education, employment and health Provision of affordable housing for low income households Promotion of human development programs (literacy campaign, skill-enhanced trainings, vocational training, etc.) Supporting home-based income-generating activities such as home garden program Promotion of small enterprises and micro-enterprises (including street vendors) by encouraging financial organizations (public and private banks) to lend to them with low interest rate (Micro-finance program) Some forms of education-related assistance program such as scholarships program to enable children for their successful transition from primary to secondary school, and in-kind support School book loan program to alleviate difficulties that some students face in gaining access to required texts Support system for poverty groups to access the urban services
4) Labor Markets and Employment Unemployment and lack of job opportunities are frequently cited as major challenges among urban poor communities. This would translate to poverty and poor living conditions in the households. Labor market, therefore, should be accessed equally by all people that are of labor age. However, currently existing gaps in labor market should be balanced by the following activities: Enhancement of vocational training which targets to special job seekers, i.e. who retired schools earlier, PwDs, poverty groups, females, etc. Provision of various employment opportunities through job matching system Revision of labor market regulations and legislations that discourage employment, employment protection rules such as minimum wage laws, hiring and firing regulations, Facilitating the flow of information on jobs Providing practical job training Gender focus development strategies to promote the welfare status of both women and men
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5) PwDs The current situation of PwDs is not generally grasped. Public transport modes and other public facilities are also not designed for PwDs as can be seen in below Figures and are therefore greatly inaccessible to PwDs. Based on accurate statistics, establishment of laws and regulations to obligate the considerations and special design for PwDs with barrier-free concept is required.
Source: JICA Study Team Figure 4.1.15: Current Access to Public Transportation
In order to improve the situation for PwDs, the following recommendations should be raised for implementation within government organizations, international non-government organizations, and community based organizations. (1) Creation of Physical & Social “Barrier Free Environment” Survey on current condition of mobility and accessibility of the PWDs in public facilities and public transport modes Establishment of strong and significant policies and legislation regarding barrier-free public facilities and public transport modes Source: JICA Study Team Subsidy for the construction/renovation of Figure 4.1.16: Current school/hospital/other public facilities buildings and Access to Religious replacement of transport modes which applies to the Buildings regulations Fostering of social acceptability to PwDs and minorities through public campaign to help people understand their current situation, and provide necessary support Featuring articles on disability and the challenges PwDs encounter by mass media to raise awareness and educate the public about disabilities (2) Inclusive Education System Special assistance for children with disabilities to study in public schools together with normal students Educational grants for children with disabilities (3) Health Promotion and Protection Provision of basic medicine and supporting to access medical care services
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Financial aids for assistive devices (4) Livelihood Program Income generation program Vocational trainings, Job coaching programs and employer advocacy campaigns Disability inclusive agriculture and fishery (5) Social Inclusion Support to involve in traditional water festival and other social activities Implement disability-related sport activities and support them to participate Establish sign language-supported media and television program
6) Overall Social Services Activities Social welfare services are being carried out not only by the government but also voluntarily by local and international social organizations. Their activities are covering the areas and the fields where the government cannot provide enough services. These activities and services provided to the target groups should be grasped by the government, and the information and necessities from both sides should be shared and organized efficiently. Moreover, the government should take all necessary steps to develop social welfare policies and programmes, build consensus about a national social welfare policy framework. Funding for social services usually comes from government, but when dealing with charities or NGO’s, donations may be used. Wider services of cooperation should also be promoted, including the following: Enhancement of cooperation and information sharing with NGOs on social services Establishment of the center for social activities Strengthen coordination mechanism to manage technical assistance and donor support
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4.1.4 Urban Landscape and Heritages The city is continuously changing. The current urban area is composed of numerous buildings which have been constructed in accordance with the social, economic, and cultural needs of time, and were woven in a multilayered texture in each area. Currently, in the context of economic growth, the city of Yangon is exposed to rapid changes caused by developments of private investments. Rapid changes in the city resulted in the significant degradation of the urban environment and the fragmentation of the urban space. In order to regulate the changing speed, it would be efficient to form an urban landscape plan in each district, and to clearly define the areas to be conserve and to be developed. To conserve urban space does not mean letting the environment remain untouched. It is a method to regulate urbanization for a better quality of life. In order to adapt a unique, diverse, and attractive urban space for the future generation, as described below, it is urgent to record the current state of the city as rich cultural resources, to establish guidelines that can be shared by various stakeholders, and to construct a process for implementation.
(1) Development Policy
Realization of Attractive Urban Landscape Worthy of International City Sector Vision through the Conservation and Utilization of Historic Buildings
1) Recording of Historical and Cultural Heritage 2) Establishment of Guidelines including Zoning Plan for Urban Regeneration Plan Utilizing Heritage Buildings 3) Establishment of Management Plan for the Implementation of Basic Policy Conservation 4) Cultivation of Human Resources of Experts for Heritage-related Construction 5) Implementation of Heritage Buildings Renovation and Urban Landscape
The detailed explanations and background of each basic policy are given as follows:
1) Recording of Historical and Cultural Heritage In order to entrust historical and cultural heritage to the future generation, the history and physical dimensions of the city must be recorded. Among tangible and intangible cultural heritages in this city are historic buildings and urban heritage zones as well as their surrounding environment. As for tangible cultural property, there are some lists for the conservation of historical buildings. However, there are no on-going research and surveys on the cultural and historical values, except some prominent buildings. Therefore, it is urgent to expand the common database. These databases are expected to be utilized as basis for various planning such as policy development for the preservation of the historic buildings and urban landscape.
2) Establishment of the Guidelines for Urban Regeneration Plan Utilizing Heritage Building The city of Yangon consists of thousands of buildings and various stakeholders. In order to preserve historical buildings and to regenerate the unique urban landscape as a property of the city, it is urgent to develop guidelines to be shared among urban citizens. There is a need to
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limit the disorderly development, while protecting the fundamental rights, such as property rights, and harmonizing them with the public interest to create a good urban environment.. For the preservation of the urban landscape, some guidelines in response to different scales are required: (1) the building rule for the conservation of historic building, (2) the district rule for the conservation of the urban landscape, and (3) the whole city rule for the conservation of the silhouette of the city that centers on the Shwe Dagon Pagoda. By developing guidelines in accordance with the rule from one unit (the building) to the whole area (the city), it is expected to be maintain a unique image of the city with certain order.
3) Establishment of the Management Plan for the Implementation of Conservation For the implementation of the conservation plan, there is a need to establish a mechanism to commence the projects through certain organizations. Currently, the building application processes are being carried out by the Building Division of YCDC. However, this is intended to check whether the application drawings for new construction are set in line or not. Therefore, the division does not measure the historic or cultural value of buildings. To implement conservation, appropriate evaluations by expert, guidelines to determine whether the plan is suitable as a preservation plan, and mechanisms for licensing are needed to be established.
4) Cultivation of Human Resources of the Expert for Heritage Related Construction For the implementation of the conservation plan, it is necessary to cooperate with a variety of experts. While there is a need of specialists such as urban planners, architects, and historians in the planning stage, it is also urgent to train construction technicians who specialize in conservation repairs of historic buildings in the construction stage. Currently, these types of experts are scarce in Yangon City, therefore, repairs have not been carried out appropriately. For the implementation of the conservation plan, human resource development in each stage such as research, planning, construction, and maintenance is indispensable.
5) Implementation to Renovate Heritage Buildings and Urban Landscape It might be effective to carry out pilot projects by government agencies, prior to the implementation of the development by the private sector. In particular, most of the state-owned buildings in the central part of the downtown, which have been mostly used as the former government offices, have not been used enough as urban facilities for citizens. It is desirable to conserve, renovate, and convert these buildings in order for them as new urban hubs.
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(2) Goals and Target Effect Indicators In order to realize an identical and attractive urban space, the development goals and effect indicators shown in Table 4.1.25 have been prepared.
Table 4.1.25: Development Goals and Effect Indicators (Urban Landscape and Heritage) Development Goal Effect Indicators a) Registered Listed Heritage Building 189 (current) to 300 including privately-owned buildings b) Urban Heritage Zones 0 (current) to 5 heritage zones c) Conserved Visual Axes 0 (current) to 20 visual axes Source: JICA Study Team
(3) Strategy for the Urban Landscape and Heritages
1) Construction of the Database of the Historic and Cultural Heritage 1) Monuments, Historic Buildings, and Industrial Structures a) Listed Buildings YCDC established a list of historical important buildings known as the “189 Listed Buildings” in 2001. As of 2001, the list consists of 188 buildings. Selected buildings in the list were built in the Yangon Region before 1930 and have distinctive architectural style such as British colonial architecture. Listed buildings are mainly publicly-owned buildings such as educational and religious buildings, and exclude private ones such as residences. After the publication of this list, one listed building was demolished. Therefore 188 buildings are nominated on the list now. In addition, the Ministry of Culture established the Heritage Conservation Law in 1998 (then amended in 2009), which specifies 16 ancient pagodas in Yangon Region. These are recognized as cultural heritage sites, and significant pagodas such as Shwe Dagon Pagoda and Sule Pagoda are included in the list. Through the enforcement of this law, the compounds of each pagoda are strictly protected as heritage sites. However, the database of such lists includes only the building names and their respective addresses. Further detailed information such as actual architectural drawings (plan, elevation, and section), collections of actual and old photos, and descriptions of historic values must be well arranged as a part of the historic and scientific approach. In line with these databases, the Association of Myanmar Architects (AMA) has already published a book entitled “30 Heritage Buildings of Yangon” in 2012, while the University of Cologne is planning to publish a guidebook in 2013 based on these listed buildings. b) Unlisted Buildings Apart from the Listed Buildings, the Yangon Heritage Trust (YHT) in collaboration with AMA is making another list of privately-own old buildings which exist for more than 50 years. In this list, the areas examined are four (4) townships in the central part of the downtown, namely the Latha, Pabedan, Kyaukdada, and Botahtaung townships. In this list, the types of the building such as public, private, educational, and industrial are marked on a map. Apart from this list, the YHT is also conducting a study to expand their target area to ten townships in total. Including Kamayut Township, which house a university, the 78% of the listed buildings will be established in this determined area.
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c) Other Buildings Aside from historic buildings in the urban area, some structures such as warehouses or factories in the industrial and port areas are also important elements for configuring the unique urban landscape of Yangon City. Especially at the Sule Pagoda wharf area along the Yangon River, there are some significant warehouses which are made of bricks. Also, there exist four single-storey structures of over 100 years and three two-story of over 60 years. In addition, there are hidden significant buildings within the military area. Therefore, an additional list for these industrial structures must be included in the database. 2) Urban Area To understand the history of Yangon City, existing maps that were made in certain years must be collected. Through the information of maps, the routes of the actual urban condition can be understood. Alsom it will be efficient to superimpose all these data into a single digital information to compare the past and present conditions.
2) Formulate the Guideline for the Urban Landscape 1) Guideline for Heritage Building In addition to the by-laws and the National Building Code (NBC) which is now being prepared and will be published during the year, guidelines for the heritage building have to be formulated. While the by-laws and NBC indicate the basic and minimum requirements for new construction, the guidelines are needed to give other requirements focused on building conservation. For the guidelines of heritage buildings, the following items are examples to be considered: Prohibition items: Reconstruction, modification of exterior façade, installation of signboards, etc. Regulation by Dimension: Building height, distance from the boundary, etc. by Design: Façade design, Roof design, window design, etc. by Material: Façade material, interior finishing material, etc. 2) Guideline for Urban District To sustain this uniqueness of Yangon City, an orderly urban landscape has to be formed through clear definitions of the area between conservation and new development areas. DHSHD and YCDC already proposed different definitions of conservation area as shown below. For the definition of the conservation area, not only from the point of view of having historic urban landscape such as preserving of building façades, but also property right of the building together with land-uses has to be well considered. In addition, all the determined lines should be precisely digitalized to GIS data. a) Definition by DHSHD, MOC in 2012 In the Vision 2040 which was presented in the late 2011, DHSHD of MOC guided urban renewal zones mainly focus on the downtown area where there are block districts designed during the British colonial era as shown in Figure 4.1.17. The proposed map indicates two heritage conservation zones: one is the Sule Pagoda Environment Heritage Zone, where there
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4-48 The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I is a restriction of the building height; and another is the China Town Heritage Zone, where original street patterns and characters such as shop houses are to be preserved. Together with these zones, there are other areas considered within the Tourism Promotion Zone, Heritage Buildings (Listed Buildings), River Front Urban Development Zones, etc.
Source: DHSHD Figure 4.1.17: Proposal for Urban Renewal Zones in Yangon City by DHSHD
b) Definitions and Proposals by YCDC in 2012 The heritage conservation zone, as defined by YCDC, consists of two townships, namely the Kyauktada Township and a part of Bothataung Township. The 232 ha area is surrounded by the Bogyoke Aungsan Road to the north, Theinphyu Road to the east, the Sule Pagoda Road to the west, and Strand Road to the east, as shown in the Figure 4.1.18. However, this is not yet indicated in the present laws and by-laws. Therefore, it does not function in order to conserve the area as a heritage zone.
Source: YCDC Figure 4.1.18: Heritage Conservation Area as Defined by YCDC
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Apart from this definition, Architectural Research Department of YCDC has another proposal for the heritage area. In this guideline, three areas are proposed for conservation in CBD. The first one is Kyauktada Township where former ministry buildings are concentrated. The second is in Botahtaung Township where the former Minister’s Office and some other listed buildings are located as shown in Figure 4.1.19. These areas are defined covering the site of the listed buildings.
Source: YCDC Figure 4.1.19: Proposal for Heritage Conservation Area by YCDC
In addition, YCDC proposed an area of Chinatown as a conservation area. This area does not have sufficient number of listed buildings, but as an identical urban landscape, the characteristic of this area has to be conserved for the future. Chinatown conservation area is located in Latha Township.
Source: YCDC Figure 4.1.20: Proposal for Chinatown Conservation Area by YCDC
Based on the proposals described above, a certain definition of the historic conservation area and some other areas such as tourism promotion area, green conservation zone is needed by certain working groups, including MOC, DHSHD, YCDC, YHT, JICA Study Team and some other experts in order to address the issue regarding heritage. c) Definitions and Proposals by YHT in 2013 Based on the location of the listed and unlisted building, YHT proposed his own definition of the conservation area. In order to keep the continuity of the historical building facades, it can be understood that the urban landscape along the main street are is respected. Most of the roadside buildings along the main streets are included in the conservation area.
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Source: YHT Note: Color in Red: listed buildings, Blue: public buildings, Green: unlisted buildings, Dark Grey: other buildings Figure 4.1.21: Proposal for Conservation Area by YHT
3) Guideline for Cityscape The UPD of YCDC started to study the two items related to the cityscape in large scale. One is the analysis of visual axes towards some symbolic landmark such as Shwe Dagon Pagoda and Sule Pagoda, and another is the analysis of the silhouette of the city that can be seen from certain viewpoint outside the city. In order to maintain the image of the city, these analyses are effective to form the concept of the cityscape. a) Visual Axes Yangon is a city that has a silhouette of the urban landscape represented by some ancient monuments such as Shwe Dagon Pagoda and Sule Pagoda. In a large part of the city, people can see either of these symbolic monuments through streets or parks. These vistas through certain visual axis are vital in keeping Yangon’s significant urban landscape . Unfortunately, due to the lack of restriction in building heights in Yangon City, some structures that obstruct important views of the monument are built in some areas. To clear the skyline as much as possible, analysis of the visual axis and definition of areas with height restrictions is needed. Actually, in the area around Shwe Dagon Pagoda, there is a height restriction imposed by YCDC. However, in order to keep the visual axis towards the monument, this restriction alone NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
4-51 The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I is not sufficient. Hence, aside from height restriction, view analysis from certain places is required. The following Figure 4.1.22 indicates major important axes in Yangon city area (left) and around Shwe Dagon Pagoda (right).
Source: DHSHD Figure 4.1.22: Major Visual Axes in Yangon City Area and Around Shwe Dagon Pagoda
Also, DHSHD and YCDC pointed out the importance of visual axis in the urban area, as follows: The views from four visual axes around the monument are important. These include U Wisara Road from the north, Gyar Tawya Street from the east, and Shuwedagon Pagoda Road from the south. From the west, there is a huge vacant axis through the People’s Park and People’s Square. b) Urban Silhouette In order to maintain an identical silhouette of the city, grasping the geographical features, urban structures, and the locations of the landmarks have to be well considered especially in relation to height. According to the regulation by YCDC, there are already two areas in Yangon City where restrictions on height limitations are imposed. One is the area around Shwe Dagon Pagoda, which limits maximum construction height to six stories as shown in Figure 4.1.15 (left). Another is the area around Shwe Phone Pwint Pagoda, which requires three stories as the maximum, as shown in Figure 4.1.15 (right).
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(Left): Reserved Area around Shwe Dagon Pagoda, (Right): Reserved Area around Shwe Phone Pwint Pagoda Source: Yangon City Development Committee Figure 4.1.23: Defining Reserved Areas
Based on the reserved area around Shwe Dagon Pagoda, the YCDC presented one additional proposal for the whole city area in January 2013 as shown in Figure 4.1.24. There are three definitions related to the height based on the scale of the Shwe Dagon Pagoda. One, is the height of the platform ground of the pagoda from sea level is 190 feet (58m), the height of the pagoda from the platform ground is 326 feet (99m), and the height of the top from sea level is 516 feet (157m), as shown in Figure 4.1.24. The zoning then centers on the pagoda, where the 190 feet (58m) height limit from the mean sea level covers the first 1 mile (1.6km) radius, then after the 326 feet (99m) limit covers up to the 1.5 mile (2.4km) radius, and finally the 516 feet (157m) limit covers up to the 2 mile (3.2km) radius. The area covered by the 326 feet (99m) limit continues toward the south area along the Yangon River in order to maintain the silhouette from the riverside.
Source: YCDC Figure 4.1.24: Elevation of Shwe Dagon Pagoda and Proposal for the Height Limit by YCDC
In addition, YCDC collaboration with the JICA Study Team in studying 3D models of the city. Through the 3D models, various views from certain perspectives can be analyzed easily as shown in Figure 4.1.25. This model can be useful for the visual analysis not only for the whole city scale, but also for the district scale. Therefore the 3D model may as well be shared as part of the city database, which has been described in the first part of this section.
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Source: JICA Study Team Figure 4.1.25: Rendered Image of the CBD Area
3) Formulate the Management Plan of Conservation 1) Assessment For the new construction and rehabilitation projects in the conservation area, the Heritage Impact Assessment (hereafter HIA) will be needed. Through HIA, some evaluations of the impact to the environment around the building site such as height, form, material, and color must be well considered through the objective data for the new projects. 2) Mechanism of Approval For the realization of conservation works, it is urgent to construct a mechanism of approval by certain official agencies, such as governmental organizations, which are authorized to give official permission. Without this mechanism, the conservation plan cannot be realized. Currently, the Engineering Department for buildings in YCDC gives permission for new construction based on the by-laws. For conservation works, which are not considered as new construction projects, an understandable mechanism for approval will be made considering the organization and its roles.
4) Cultivation of Human Resources and Promotion of the Heritage 1) Training Workshops for Expert for the Cultural Heritage Over the past year, there were several international and professional workshops related to heritage conservation. The following are the major workshops: a) “Towards a Conservation Strategy for Yangon in the 21st Century” in January 2012 For the theme of conservation of the heritage buildings in Yangon City, Dr. Thant Myint-U, the founder and chairman of YHT, organized the first conference related to heritage conservation in Yangon together with some international experts. b) “Forum for Urban Future in Southeast Asia Seminar” in December 2012. This seminar was organized by two organizations, namely the University of Cologne in Germany and the MOC in Myanmar. Most of the participants are from the Southeast Asian Region, such as Vietnam, Laos, Malaysia, and Singapore. c) “The Heritage Conservation Forum” in January 2013. YHT organized an internal meeting on heritage conservation plan with some experts residing in Yangon City. All these intellectual workshops and forums have been successful in providing related knowledge in such a short time. At the same time, having conducive venues for discussion and
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4-54 The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I intercommunication is effective for participants from different countries and different professions. These workshops are expected to be held continuously toward the future. 2) Training Workshop for the Management of Conservation Works For the implementation of conservation works, methodologies of management works for conservation have to be shared between related organizations and professional experts. Although there is insufficient structure to realize these, after the completion of the mechanism for the management, various types of workshops based on different themes will be useful to upgrade the level of human resources. 3) Training Workshop for Conservation Construction Technicians To cultivate human resources for conservation works on site, conservation technicians must be well trained. The conservation of buildings will not be accomplished only by the planners but by the technicians working on site as well. In the construction site of restoration projects, various types of works mainly involving interior and exterior finishing works will be needed. Necessary knowledge and techniques have to be taught by well-experienced national and overseas experts. Through these workshops, people can directly learn such techniques. The themes will vary depending on the material, technique, structure, etc. After the completion of the workshop, it will be useful to award certifications that can be effective for the future construction site. The growth of the conservation technicians will help maintain the historical buildings for the future generation.
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4.1.5 Public Parks and Greenery
(1) Development Policy
Creation of Green Amenity Spaces by Construction of Public Parks and Sector Vision Improvement of Greenery to Realize Comfortable and Healthy Urban Life and Urban Development with Less Environmental Impacts
1) Improvement of Green and Water Network in Greater Yangon 2) Construction of New Public Parks and Open spaces Basic Policy 3) Renovation of Existing Public Parks to Meet the Citizen’s Needs and Satisfactions 4) Promotion of Comfortable Greenery in Urban Areas
1) Improvement of Green and Water Network in Greater Yangon Improvement of green areas and water network shall realize more sustainable urban development with less environmental impacts than providing isolated green and water areas without a network. While green area is an essential factor for the water network, river water surface will also be very important. Thus it is highly recommended that the rivers flowing through the urban areas such as the Bago River and Nga Moe Yeik Creek are improved as elements of the natural environment with a trail alongside which the people can utilize to enjoy walking, jogging and running in good natural atmosphere. The Yangon River is an important landmark for Greater Yangon and some parts of its riverfront should be improved as comfortable open spaces, in unison with the natural environment in consideration of the city landscape. Green areas should be conserved mainly on the low lying hills in the central area, so as to make the so-called “North-South Green Axis”. Hlawga Nature Protected Areas must play the most important role which is considered a keystone in greening Greater Yangon’s future, especially the wildlife habitat and water reservoir. In parallel with the progress of urbanization, new and large-scale public parks should be created to sustain a good living environment. These large-scale public parks with water body are considered very important open spaces which will provide the required functions for mitigating disasters (for example, flood control) and conserving the existing environmental conditions.
Source: JICA Study Team Figure 4.1.26: Image of Network of Green and Water
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2) Construction of New Public Parks and Open spaces In the whole YCDC, there are only 58 public parks with a total area of around 188 ha (470 acre). The calculated density is approximately 0.37 m2 of park space per person. This number seems to be too small for the urban population. In the future of Greater Yangon, it is necessary to construct and maintain public parks and open spaces in both existing and new urban areas in order to contribute to establishing an effective network and distribution system of green spaces for sustainable urban development. Since there are no public parks at the nine townships in YCDC and six periphery townships, creation of such parks should be prioritized in those areas.
3) Renovation of Existing Public Parks to meet the Needs and Satisfactions of the Citizens It is necessary to renovate and improve the existing public parks to be more attractive and useful spaces for the citizens. In order to meet the changing needs and satisfactions of the citizens, a question and/or user counting survey must be conducted in order to understand the current status and issues. Public parks are required to be improved and renovated as desired by citizens. Additionally, public parks must contribute to the sustainable development of urban areas and appropriate urban environment. This is better than the artificial spaces covered with concretes or asphalts.
4) Promotion of Comfortable Greenery in Urban Areas Greenery in the urban areas are places for relaxation. In addition, large trees create shady spaces which serve as covering for people especially in sunny days. Thus, even in urbanized area, it is necessary to maintain and improve the greeneries. Not only for public lands but also for private lands, greenery should be promoted by means of offering administrative incentives and awards to development activities, promoting and disseminating information related to greenery, and guiding and supporting any endeavors for greenery.
(2) Goals and Target Effect Indicators For the purpose of evaluation of future public parks and greenery and to confirm its outcomes, the following development goals and effect indicators are prepared:
Table 4.1.26: Development Goals and Effect Indicators (Public Parks and Greenery) Development Goal Effect Indicators a) Total Area of Public Parks 188 ha (current) to 705 ha (2040) b) Public Parks per Capita 0.37m2 (current) to 0.76m2 (2040) c) No. of Townships with no Public Parks 15 townships (current) to 0 townships (2040) Source: JICA Study Team
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(3) Strategies of Public Parks and Greenery
1) Construction of New Public Parks in New Town Areas (1) Standard and Guideline for Construction of New Public Parks To realize comfortable living environment, it is necessary to stake out and construct new public parks appropriately in new town areas to be developed in the future. Under housing development activities both by public and private sectors, setting of standards and guidelines are recommended for construction of new public parks. Public parks to be constructed in new town areas will be categorized into two types, namely, “District Park” and “Pocket Park”, which is according to size and functions. Those categories may contribute for efficient supply of public parks for the citizens. For making these two types of public parks, the accessibility for users (area for service) will be considered. It is so-called as “Service Distance for Use (SDU)”. Table 4.1.27 and Figure 4.1.27 shows the basic idea of attracting distance to use. According to “Introduction to Planning Regulation” made by the Ministry of Construction, a children’s play space shall be provided for every 300-700 persons. This SDU follows this guideline as well. Based on an idea of SDU, detailed standards and guideline for construction and management are required in Phase II of this study.
Table 4.1.27: SDU of District Park and Pocket Park SDU Type of Park Estimation Time Standard Size Round Distance Block Size to be Made to Access the Park District Park 1,000m range Square of 2km length Within 20 min on foot 1-2ha Pocket Park 250m range Square of 500m length Within 5 min on foot 0.2-0.25 ha Source: JST
Source: JICA Study Team Note: This figure does not means to supply parks in grid pattern Figure 4.1.27: An Image of SDU of District Park and Pocket Park
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To make public parks efficient, it is necessary to minimize the expenses for labor and materials. The LGU must put up an affordable and sustainable management fee intended for maintaining the newly constructed public parks. Participatory approach in maintaining the parks must be established and formulated by the beneficiaries and the government. As public parks will play a role for enhancing community relationship, public parks should be managed by not only local government but also by the local communities. The JICA Study Team proposed the methods for construction and management of public parks as shown in Table 4.1.28.
Table 4.1.28: Methods for Construction and Management of District Parks and Pocket Parks Type of Park Creation (Construction) Phase Management Phase - YCDC which constructed many existing parks will be the main responsible organization to construct new district parks in cooperation with, or in supervision of the developers who intend to do development activity in new urbanized areas. - District parks should be constructed by using surplus spaces in cooperation with other infrastructure District Park - YCDC or Township construction such as roads, public facilities, etc. - District parks should be constructed making good use of existing and remaining marsh, pond, forest, trees and the other natural materials as much as possible. - Surrounding road (sidewalk) of the park should be constructed in consideration to be used for running, jogging and walking. - Organizations which intend to construct new urban development or infrastructures should also construct new pocket park by using surplus spaces without large - YCDC or Township Pocket Park expenses and labor. - Local communities - Pocket parks should utilize existing large trees to provide good shade space for relaxation. Source: JICA Study Team Based on the above concept, the area for public parks will increase by 705 ha; construction and development of new urban areas may reach a total of around 513 km2 by 2040; and the total area of public parks will be approximately 893 ha together with the existing parks. The year 2040 population projection will be 11,730,000 in Greater Yangon, so that a density parameter of public park area per capita in 2040 will be 0.76 m2 per person which is almost double of the current density.
Table 4.1.29: Area Estimation of Public Parks for Year 2030 Block Size New Urbanizing Number of new Standard Size of Total area of which one park Area public parks to one park new public Type of Park is constructed be constructed parks (A) (B) (C=A/B) (D) (E=C*D) District Parks 4km2 513km2 128 1 to 2ha 192ha Pocket Parks 0.25km2 513km2 2,050 0.25 ha 513ha Total Area 705ha Source: JICA Study Team (2) Basic Idea on how to Construct New Public Parks Spaces for new public parks will be allocated mainly from lands not suitable for housing development, which are relatively low elevation and/or along the river banks. The public parks with ponds/marshes to be constructed at such lands will be expected to contribute to flood control and water purification function as well as offer amenities in urban areas. As Yangon
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City and its citizens are dependent on rivers, it is recommended to construct new public parks along the river banks in order to provide attractive riverfront spaces as before. To realize it, landfill and expenditure for construction may be the immediate issues. Regarding the landfill, it is proposed that public parks has large ponds inside and high elevated lands to be developed by soils brought from the ponds’ digging or excavation. The high elevated lands can be also utilized for housing development, which will generate cost to implement construction of public parks.
Source: JICA Study Team Figure 4.1.28: Basic Idea of Construction of New Public Parks
On the other hand, in the case of construction of small scale public parks from spaces left when implementing infrastructure development such as roads and railways, precise construction must be done in order to ensure the security and safety of the citizens. Furthermore it should be noted that maximizing use of existing and remaining natural elements such as marsh, pond, forest, trees and others at the site of public parks would be useful during construction.
2) Renovation of Existing Public Parks and Urbanized Areas with Green (1) Renovation of Existing Public Parks Public parks are expected to satisfy four basic functions, namely (a) providing spaces for recreation, (b) improving landscape, (c) mitigating disasters (flood control etc.), and (d) conserving nature and improving environmental conditions. From the viewpoint of Myanmar’s situation, it is recommended to emphasize the following additional functions when public parks are renovated or constructed:
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(a) Creation of Waterfront Spaces for Relaxing The people of Myanmar seem spend time along lakes and riverside areas for relaxation. In creating more attractive public parks, it is better to maximize and make use of ponds and rivers as much as possible at the time of renovation and construction of the public parks. It will also contribute to improving the scenery of urban spaces. (b) Creation of Shady Spaces Provided by Large Trees In Myanmar, where sunshine is dominant, large trees in public parks are very important as they provide shades. Maximizing the use of existing large trees and planting and raising trees such as Samanea saman in public parks as much as possible is recommended at the time of construction of the public parks. Providing grass on public parks, especially under large trees offer cooler spaces even in day time. (c) Creation of Walking and Jogging Path and Deck The people of Myanmar are fond of walking and jogging especially in the morning. Considering this, footpaths and decks in or around public parks must be considered. (d) Creation of Playground Spaces with a Variety of Playground Equipment for Children Along Kan Daw Gyi Lake, a place with playground equipment attracts a lot of children with their families. To provide such spaces for all children, construction of public parks with a variety of playground equipment for children is recommended.
Waterfront Spaces for Relaxing Shady Spaces by Large Trees
Walking and Jogging Path and Deck Playground with Equipment Source: JICA Study Team Figure 4.1.29: Examples of Recommended Functions in Public Parks
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To provide public parks with special functions in addition to the above mentioned ordinary functions is also sometimes necessary from a comprehensive point of view in Greater Yangon. The special functions include zoological and botanical functions, environmental education, eco and adventure tourism, museum of art, and others. Making parks with some specific concepts can satisfy citizens’ specific demands and may create new trends. Some ideas are proposed as follows; Hlawga Natural Protected Area shall be open to limited citizen’s use of eco and adventure tourism with guides for environmental education and tourism destination. One of the existing public golf courses shall be renovated as a new public park with a museum of art which provides beautiful and relaxing atmosphere.
Environmental Education Museum of Art in Public Park Source: JICA Study Team Figure 4.1.30: Japan’s Examples of Special Purpose Parks
(2) Supplying Public Parks for all Townships In Yangon City, there are nine townships which have no public parks, namely: Latha, Lanmadaw, Botahtaung, Tarmwe, Seikkan, Dawbon, Hlaing, Shwe Pyi Thar, and Dagon Seikkan as shown in Figure 4.1.31. There are also six periphery townships which are likely to have no public parks. As the distribution of existing public parks lacks spatial balance, it is necessary to prioritize construction of new public parks in those townships as well as that in new urban areas. Although sourcing of spaces to be allocated to new public parks would be difficult in urbanized areas, some ideas are proposed by the JICA Study Team as follows; In Latha, Lanmadaw, Botahtaung Townships in CBD, it is recommended to find and create spaces for public parks or relevant open spaces in the case of transferring public facility from CBD to outwards or redeveloping commercial and business building. In Seikkan Township along the Yangon River, it is recommended to find and create spaces for public parks or relevant open spaces in the case of transferring port functions from Yangon Port to Thilawa Area Port. In Dawbon Township along the Pazyndaung Creek, it is recommended to create green footpath along the creek side. In Tarmwe Township which has high-dense housing facilities, it is recommended to find and create spaces for public parks or relevant open spaces in the case of redeveloping commercial and business building.
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In Hlaing Township which has a lot of industrial zones even in inner urban, it is recommended to find and create spaces for public parks or relevant open spaces in the case of transferring existing industrial zones to outwards In Shwe Phy Thar, Dagon Seikkan and six periphery townships which will be developed as new urbanizing areas in the future, new public parks might be constructed at the time of development of new towns.
Source: JICA Study Team Figure 4.1.31: Township without Public Parks
3) Promotion of Greenery in Urban Areas (1) Required Green Space Coverage Suitable green spaces coverage ratio (green spaces/ total development area) should be adopted when large-scale buildings are constructed or re-constructed. The JICA Study Team proposed that administrative instruments for development activities are undertaken under the building application/permission procedure by the Engineering Department (Building) of YCDC in two categories according to the sizes of development activities as follows:
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(a) Development Size: More than 20 ha In case of urban development projects of more than 20 ha (200,000 sqm), the development activity must follow the requirement for maintaining the proposed green spaces coverage ratio in the development site. (b) Development Size: More than 1,000sqm In case of development activity which has the size of more than 1,000 sqm, an administrative instrument will be strongly recommended by those who are in charge of building permit, targeting the party interested in conducting development activity to provide for the proposed green spaces coverage ratios.
Table 4.1.30: Proposed Administrative Instrument and Green Space Coverage Ratio Size of Development Green Spaces Coverage Ratio Site
20ha - Ratio: 30%
1,000sqm - 20ha Ratio: 10%
Source: JICA Study Team (2) Recommendation of Greenery in Private Lands To improve private spaces with rich greenery, mainly two major strategies should be adopted. One of which is promoting and disseminating information related to greenery, and the other is constructing a system for recommendation, guidance and support for greenery. The proposals are as follows: (a) Information and dissemination Making and distributing “Greenery guideline for private properties” (see Figure 4.1.32) Holding public seminars and making a qualification system to register the persons who can support greenery activities in practice Selecting 100 symbolic trees, or so-called “Yangon 100 Trees” (b) System for recommendation, guidance and supporting Making a consulting panel supported by professional advisers for greenery Supporting for improving greenery of regional level both in expenses and in practice Subsidizing and supporting hedges, containers and planters for individual houses both in terms of expenses and practice Constructing a system of recommendation and guidance for greenery in large-scale development in cooperation with those who are seeking building permit
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Setback Spaces Hedges
Symbolic Tree Wall and Rooftop Spaces Source: JICA Study Team Figure 4.1.32: Examples of Greenery Guideline for Private Properties
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4.2 Land Use Plan
4.2.1 Necessity of a Land Use Plan As there has been no modern Town Planning Law (or any of its sort) enacted in Myanmar, there is no clear framework to formulate a land use plan in Yangon City and also in Myanmar. As the Greater Yangon shall accommodate a large number of population, which will double by 2040 from its present level, a land use plan is necessary to define and regulate the direction and configuration of the future urbanization. The land use plan can contribute favorably to the creation of a good living environment, provision of convenient life for all its citizens, promotion of sustainable development with efficient management, minimizing expensive infrastructures, and mitigation of negative impacts on the environment. It should also be noted that the actual changes in land use should be controlled in reference to the land use plan formulated through the broad stakeholder participation and good governance. In the Interim Report II, land evaluation was carried out to identify land capacity for urban development in the future. Based on the land evaluation, a map showing future land use has been formulated through discussions among stakeholders, as presented in the Draft Final Report.
4.2.2 Land Evaluation Land evaluation aims at identifying the anticipated capacity of available land for urban development in the Greater Yangon. Assessment of the potential of land for urbanization could contribute to a rational future population allocation. In this study, land suitability evaluation by means of Geographic Information System (GIS) was conducted. Accordingly, the size of suitable land for urbanization in each township is calculated based on this evaluation. The result proves that the land use plan is conducive to serve as foundation for the future land use plan. Major steps for land evaluation and future population allocation are as follows. The methodology is briefly illustrated in Figure 4.2.1. Establish a GIS database Carry out comparative analysis based upon the land use data in years 2002 and 2012 in order to understand an urbanization pattern in YCDC (refer to Section 2.2.4, Chapter 2) Conduct a land suitability analysis under the current condition based upon the GIS database with grid cells and scoring systems. Calculate the capacity of suitable land by township with a view on future population Allocate future population by township (refer to Section 3.2, Chapter 3)
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Source: JICA Study Team Figure 4.2.1: Methodology on Land Evaluation
(1) GIS Database Wide ranges of data and information have been collected from government agencies and relevant organizations during this study. In addition, a variety of data has been developed by means of satellite imageries and site surveys by the JICA Study Team. These collected data and information are compiled and integrated in the numerical and/or the geographical data format in order to carry out several types of analysis, and utilized as fundamental data for preparing future land use plan. GIS Database, which has been developed by the JICA Study Team, consists of two types of data depending on the scale; one is 1:50,000 and the other is 1:10,000. Basically the 1:50,000 scale data was developed from satellite imageries and the database has already been completed. Meanwhile the 1:10,000 scale data was developed based on satellite imageries supplemented by interviews and site surveys. This process is still on-going. GIS database includes the following information: 1:50,000 scale 1:10,000 scale - Township boundary - Township boundary - Village Point - Contour - Contour - Land use - Flood Prone Areas - Buildings - Conservation and protected areas - Road networks - Rivers and other water bodies - Railway networks - Road networks - Transport facilities - Railway networks and stations - Public facilities - Public Facilities - Rivers and other water bodies - Large-scale Buildings (suppose to be completed in February2013) - Detailed Land use (2002 and 2012)
(2) Land Suitability Evaluation for Urban Development A land suitability evaluation aims at identifying the appropriate land for urbanization in the future by means of GIS Database explained above. In general, urbanization tends to be affected by natural conditions, land use, location and current status of infrastructure. To take into account these aspects,
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4-67 The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I land suitability evaluation was carried out in terms of three broad categories: natural condition, accessibility, and existing land use. Natural Condition Accessibility - Slope Area - Road Networks - Conservation Area (Wildlife Area) - Railway Networks - Large-sized Green Area (>50ha) - Proximity to Urban Center - Water Surface Area (Rivers and Lakes) - Proximity to Exiting Built-up Areas - Flood Prone Areas Land Use - Under Developing Area - Agricultural Areas
1) Natural Condition The natural conditions of the Greater Yangon are illustrated in Figure 4.2.2. YCDC lies on a relatively flat plain where there are no major conservation areas except Hlawga Wildlife Area as explained in previous chapters. In terms of urban development, the natural condition shows the area where development should be avoided such as steep slope sections, conservation sites, water surface area and flood prone locations. Besides, large-sized green area including a forest, swamp and mangrove forest are considered to be a non-prioritized from the view point of urban development since they have potential to become urban green area.
Natural Condition Map Flood Prone Map Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis and 2008 UNOSAT flood analysis Figure 4.2.2: Natural Condition in the Planning Area
2) Accessibility The transportation networks including roads and railways, and spatial proximity to urbanization areas are illustrated in Figure 4.2.3. The transportation network tends to cause a strong impact toward the direction of urbanization. In addition, the proximity to the urban
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4-68 The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I centers and existing urbanization areas are also important factors that contribute positively to urbanization. Those centers are already developed areas which can provide jobs and educational opportunities, and support social activities of the populace.
Major Road Network Map Railway Network Map
Proximity to Sule Pagoda Proximity to Built Up Area Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis Figure 4.2.3: Accessibility of the Planning Area
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3) Exiting Land Use As mentioned in previous chapters, under developed and agricultural areas are likely to be developed into urbanization area in the future. Existing land under these two categories are illustrated in Figure 4.2.4.
Under Developing Area Agricultural Area Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis Figure 4.2.4: Land Use of Under Developing and Agriculture
The evaluation process adopted a scoring system by 500 meter grid columns covering the entire Planning Area. In this analysis, 6,708 mesh grid columns in total were evaluated by each factor explained above. The results of land evaluation by each of the three categories and a comprehensive evaluation are illustrated in Figures 4.2.5 and 4.2.6. Figure 4.2.5 on the left shows land potential evaluation based on natural condition. In this figure, the dark green shows unsuitable areas for urban development due to existence of natural reservation sites, steep slope sections, large-sized green area and/or flood prone locations. Meanwhile, the white and light green colors show suitable areas for urbanization in terms of vulnerability and natural condition. Figure 4.2.5 on the right illustrates the result of evaluation by combining the data for service area of transport network and proximity to the city center. Besides, the existing land use including urbanized/urbanizing area and agricultural area is taken into account. The dark color indicates suitable area for urban development, while the light and white colors indicate unfavorable area for urbanization.
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Natural Condition Accessibility and Land Use Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis Figure 4.2.5: Land Suitability Evaluation
Figure 4.2.6 illustrates the result of the land suitability evaluation from integrated viewpoints combining the three thematic evaluations. Dark and strong orange colors indicate the area, which has large potential for urban development. Existing built-up area is mostly included in this area. Gray color represents the unsuitable area for urbanization and thus, are not prioritized for economic activities.
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Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis Figure 4.2.6: Integrated Land Suitability Evaluation
Based on the result of land suitability evaluation, the high potential areas for urban development were identified in the Planning Area. These areas shall mostly accommodate the increasing projected population of around 6.2 million. By 2040, roughly 51,300 ha of additional land development areas will be needed to accommodate the anticipated population based on a 120 person/ha population density. Applying the required development size to the density, approximately 2,053 of 500 m grid columns shall be selected. Based on the results of the evaluation and the required number of mesh grid columns, new development area is identified as shown in Figure 4.2.7. Based on said figure, the size of new development area by township boundary is further calculated and summarized in Table 4.2.1. The newly development area consists mainly of two types of land use: one is under developing area and the other is agricultural area. According to the table, most of the townships in CBD have no rooms for new development, while Thanlyin and East Dagon townships have large potential for urbanization in the future.
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Source: GIS database (1:50,000) developed by JICA Study Team with a basis of 2012 Satellite Image Analysis Figure 4.2.7: New Development Area
Table 4.2.1: New Development Area by Township 2 New New Development Area (m ) Township Name Township Group Code Under Agricultural Developing Area Area Total 1 Latha CBD 0 2 Lanmadaw CBD 0 3 Pabedan CBD 0 4 Kyauktada CBD 0 5 Botahtaung CBD 0 6 Pazundaung CBD 250,000 250,000 7 Ahlone Inner Urban Ring 250,000 250,000 8 Kyee Myin Daing Inner Urban Ring 2,750,000 2,750,000 9 Sanchaung Inner Urban Ring 250,000 250,000 10 Dagon Inner Urban Ring 2,000,000 2,000,000 11 Bahan Inner Urban Ring 750,000 750,000 12 Tarmwe Inner Urban Ring 500,000 500,000 13 Mingalar Taung Nyunt Inner Urban Ring 750,000 750,000 14 Seikkan Inner Urban Ring 0 15 Dawbon Inner Urban Ring 250,000 250,000 16 Kamaryut Outer Ring 1,250,000 1,250,000
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2 New New Development Area (m ) Township Name Township Group Code Under Agricultural Developing Area Area Total 17 Hlaing Outer Ring 750,000 250,000 1,000,000 18 Yankin Outer Ring 0 19 Thingangyun Outer Ring 1,000,000 1,000,000 20 Mayangone Northern Suburbs 750,000 4,500,000 5,250,000 21 Insein Northern Suburbs 750,000 4,750,000 5,500,000 22 Mingalardon Northern Suburbs 11,750,000 39,750,000 51,500,000 23 North Okkalapa Older Suburbs 4,500,000 3,000,000 7,500,000 24 South Okkalapa Older Suburbs 500,000 500,000 25 Thaketa Older Suburbs 1,500,000 750,000 2,250,000 26 Dala South of CBD 1,250,000 24,500,000 25,750,000 27 Seikgyikhanaungto South of CBD 250,000 2,750,000 3,000,000 28 Shwe Pyi Thar New Suburbs 9,750,000 8,500,000 18,250,000 29 Hlaing Tharyar New Suburbs 11,000,000 9,750,000 20,750,000 30 North Dagon New Suburbs 2,750,000 2,750,000 5,500,000 31 South Dagon New Suburbs 12,500,000 2,500,000 15,000,000 32 East Dagon New Suburbs 40,250,000 46,250,000 86,500,000 33 Dagon Seikkan New Suburbs 23,250,000 23,250,000 34 Kyauktan Periphery Area 4,500,000 4,250,000 8,750,000 35 Thanlyin Periphery Area 11,500,000 77,000,000 88,500,000 36 Hlegu Periphery Area 5,000,000 35,250,000 40,250,000 37 Hmawbi Periphery Area 39,000,000 39,000,000 38 Htantabin Periphery Area 250,000 29,500,000 29,750,000 39 Twantay Periphery Area 25,500,000 25,500,000 Total 143,500,000 369,750,000 513,250,000 Source: JICA Study Team
4.2.3 Future Land Use Future land use of middle-term (2025) and long-term (2040) was envisaged and formulated on the basis of land suitability analyses as explained above. These maps of future land use takes into account the land suitability and the existing land use, and presume that a series of development projects in progress and future in the Planning Area including the Thilawa Special Economic Zone development project will be implemented. On top of these, the required urban functions namely “Sub-center with Green Isle System” defined in Chapter 3 are reflected. Therefore, such urban functions including secondary CBD and sub-centers, new town core, agriculture and green area are allocated coordinating with future transportation network including road and railway development. Future land use maps for years 2025 and 2040 are illustrated in Figures 4.2.8 and 4.2.9, respectively. These figures were developed from 1:50,000 scale maps. The categories are defined as follows:
Table 4.2.2: Definition of Land Use Category Land Use Category Definition CBD: Existing CBD area Secondary CBD and Sub-centers: 1 secondary CBD and 4 sub-centers New Town Core: 17 new town cores Built-up area in 2012 including residential, commercial, small scale industrial Existing Built-up: and public facilities areas Built-up area in 2025 including residential, commercial, small scale industrial Existing Built-up in 2025: and public facilities areas Built-up area in 2040 including residential, commercial, small scale industrial Existing Built-up in 2040: and public facilities areas Industrial use: Large size industrial area Large size green area (larger than 10 ha) with types of forest, swamp, glass Green and Conservation use: land, and open space, and Hlawga wildlife area
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Land Use Category Definition Public Facility use: Yangon International Airport and planned river port Water body: River, lake and ponds Others: Agricultural area and others
The forecast on future land use will contribute to proper urban development allocation in the Planning Area, and will lead to formulation of a detailed land use zoning plan.
Source: JICA Study Team Figure 4.2.8: Future Land Use Map in 2025
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Source: JICA Study Team Figure 4.2.9: Future Land Use Map in 2040
The proportion of general land use in the Planning Area is expected to change as shown in the following chart. Built–up areas include residential, commercial, industrial and public facilities. Meanwhile, there are other uses which are not included like the agricultural areas and others. According to the chart, the built-up areas in 2040 would double in size of the existing land use allocation, while the green areas will keep its current size.
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2012 31% 9% 9% 51%
2025 40% 9% 8% 43%
2040 59% 9% 8% 24%
0% 20% 40% 60% 80% 100%
Built-Up Green and Conservation Area Waterbody Other Use
Source: JICA Study Team Figure 4.2.10: Dynamics of General Land Use in 2012, 2025 and 2040.
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Source: JICA Study Team Figure 4.2.11: Future Urban Structure and Land Use of Greater Yangon
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4.2.4 Outline of Proposed Land Use Zoning Scheme
(1) Basic Framework for Land Use Regulation System Since there is no Town Planning Law yet in Myanmar, the proposed Land Use Regulation System shall be authorized within the framework of YCDC falling under YCDC regulations and a by-laws. The Land Use Regulation System, after being thoroughly contemplated within the framework of YCDC or possibly in Yangon Region Government with the local assembly, shall be posted in public places to formally disseminate its effectivity and implementation. It must be noted that deeper and more extensive examination and discussion with relevant organizations are necessary. JICA Study Team proposes an idea of land use zoning scheme as follows: The instrument for the land use regulation shall be the building application/permission procedure now undertaken by the Engineering Department (Building) of YCDC. As the present land use regulation is based on the building height control relative to the width of the frontage road (normally, up to two times of the width), this basic system shall be adopted for the continuity of regulation. Floor area ratio (FAR) is tentatively not to be considered in the general urbanization area to avoid complexity. Control of land use shall be made only for new construction or expansion of large scale factories exceeding a certain threshold size (say, 1000 m2 of floor area) shall not be allowed in general urbanization area. Specific contents of the land use regulation will be discussed further with YCDC, and will also be presented under the Phase 2 of this study.
(2) Proposed Idea of Land Use Zoning Scheme In order to prepare for the formulation of a comprehensive land use zoning plan, the whole areas of the Greater Yangon will be classified into three types of zones, namely “Urbanization Promotion Area”, “Controlled Urban Redevelopment Area” and “Urbanization Control Area” as shown in Figure 4.2.12 and Table 4.2.3. Brief description of these areas is as follows: “Urbanization Promotion Area” where urbanization shall be promoted with appropriate urban infrastructure and public service “Controlled Urban Redevelopment Area” where urban development and redevelopment shall be carefully monitored in light of preserving the urban townscape of Yangon “Urbanization Control Area” where urbanization shall take a back seat to the Urbanization Promotion Area, and supplying urban infrastructure and public service will not be prioritized.
Source: JICA Study Team Figure 4.2.12: Proposed Idea on Land Use Zoning
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Table 4.2.3: Proposed Idea on Land Use Zoning Scheme Land Use Zone Definition Intention Remarks Urbanization General Zone for basically the Guiding planned Promotion Area Urbanization urbanized area and urbanization in harmony Zone urbanizing area with the urban environment. Industrial & Zone for industrial Guiding the location of Logistics Zone facilities such as large industrial / logistics scale factories, plants and facilities away from the garages, and logistics city center, and facilities, such as truck accumulate in special terminals and inland zones. container depots. Secondary CBD Zone for promoting Providing incentives for Requirement of Planning: & Sub-center urbanization to create a intensive urban A comprehensive Zone secondary CBD or development with development plan Sub-Center to ease the high-rise buildings for covering the entire area load to the concentration offices, commercial, must be submitted at the to the existing CBD. hotels, residential and time of application. others. Suburban Zone for promoting large Providing housings for all Development scale planned residential income groups to cater for Zone development in the the increasing population suburban areas. of Greater Yangon in good environment. Controlled CBD Zone Zone for basically the Guiding planned Heritage Impact Urban same as the general urbanization in harmony Assessment: When a Redevelopment urbanization area, but with the urban proposed development Area require special attention environment, and may affect designated when a proposed minimize affects on heritage buildings and/or development may affect heritages. townscape, a heritage heritage buildings. impact assessment report Heritage Zone to be conserved as Controlling the must be submitted in Conservation the identity of Yangon demolition and rebuilding advance at the time of Zone where a number of of designated heritage application. heritage buildings are buildings and conserving located. the overall atmosphere of the zone. Shwe Dagon Zone surrounding the Protecting the townscape Townscape Shwe Dagon Pagoda. of Shwe Dagon Pagoda Zone which is the symbol of Yangon. Urbanization Conservation Zone to be conserved due Any form of urban Control Area Zone to the importance of the development shall be greenery and water prohibited, except for environment. some minimal development for the recreational use of the zone. Green Zone Zone to be conserved or Development must take preserved in harmony into consideration the with the greenery and preservation of the water environment. greenery and water environment. Urbanization Zone where urbanization is not prioritized. Control Zone Source: JICA Study Team
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CHAPTER 5 Urban Infrastructure Development Strategy < Part-II: The Master Plan >
The Project for the Strategic Urban Development Plan of the Greater Yangon Final Report I
CHAPTER 5: URBAN INFRASTRUCTURE DEVELOPMENT STRATEGY
5.1 Urban Transport The proposed infrastructure development concept for the transport sectors (Urban Transport, Road Network, Railway, Port and Logistics) is summarized as shown in Figure 5.1.1. Appendix 1.1 is an enlarged figure of Figure 5.1.1.
Measures for the existing problems
Congestion on Main Few Alternative Transport Congestion at Intersections Congestion on Crowded buses and Low Passenger Demand Traffic Accidents of Congestion in CBD Roads and Secondary Modes in Existing Urban Inefficient Transport System on Main Roads Low Service Level of Circular Railway Problem Bridges Roads Area Pedestrians and Buses for Passengers and Goods
Capacity Inefficient Shortage Deterioration Concentration/ Insufficient Superannuated Only bus Reckless/ Overage Excessive Inadequate No access Lack of reduction by signal of road of pavement overlap of bus bus capacity tracks and services Prohibition dangerous port traffic demand bus body modes to pedestrian Cause parking operation capacity/ routes and coaches available of using driving of facilities, Narrow port Inadequate Deteriora excessive stations with bus motorcycles crossings buses equipme facilities port location Insufficient ted demand Lack of stop is far and cycles nt, and budget for Facilities maintenance away ships maintenance budget
To mitigate Reinforcement of Rehabilitation of Strengthening of To mitigate traffic Strengthening of bus Traffic safety Strengthening of port congestion on trunk/ road maintenance Circular railway and operation and congestion in CBD services measures and ship capability, main roads and management improvement of management and port reallocation ・Prohibition of on-road parking ・Improvement of trunk road ・Improvement of road ・Re-networking of bus routes access to stations ・Construction of pedestrian capability of port and ・Modernization of traffic signal network drainage system ・Development of bus ・Improvement of tracks crossing bridges at main roads ・Relocation of port terminal ・Strengtheningship of operation ・ ・ ・ system Construction of flyovers at Preparation of road asset interchange ・Improvement of drainage Construction of medians to suburbs and management capability ・Optimization of intersection congested intersections management and inspection ・Access to Circular Railway facilities along major roads to improve ・Strengthening of cargo ・Strengthening of port safety ・ system operational speed and safety configuration Reconstruction of ・Reorganization of bus ・Renewal of handling capacity operation system ・ ・ ・Improvement of sidewalks detariorated brodges Securing of stable fund for network for introduction of signal/communication Improvement of road ・Containerization of Inland ・Development of approach ・Control of motorcycles and ・Modernization of traffic road maintenance BRT facilities facilities such as lightning, Water Transportation channels ・ Measures for non-motorized vehicles signal control Procurement and ・Renewal of bus cars to large ・Procurement of new guardrails, and markings ・Security of sufficient yard ・Improvement of safety ・ Problem ・Road information services to ・Construction of off-road bus maintenance of equipment buses coaches and locomotives Reinforcement of control on space navigation facilities (short-term) drivers (about congestion, terminals and bus lay-bys to and machines for road ・Reinforcement of bus ・Improvement of station traffic offences/violations ・Renovation of port facilities ・Improvement of approach maintenance ・ accidents, etc.) avoid congestion operation squares (connection with Safety driving management and equipment channel maintenance and ・Construction of Outer Ring ・Improvement of bus buses, P & R, Kiss & R) system for bus operation ・Renovation of ship yards management ・Improvement of sidewalks Road services in (Pilot survey at selected ・Replacement of old vessels ・Strengthening of ship ・maintaining One-way system towns/communities section) including barrier-free operation and maintenance treatments capability ・ Education of traffic safety ・Security of ship maintenance budget ・Improvement of operation and maintenance equipment
Integrated and strategic development policy [Middle and long term]
Realization of an Environment-friendly, Comfortable and Convenient Transport System (High Mobility and Reliable Transportation System led by Modernized Urban Railway, and Contribution to Promote Planned New Urban Development)
Development Increase People’s Mobility through the Development of Functional Road Network Realization of a Safe, Environment-friendly Development of Appropriate Traffic Demand Policy Effective Public Transport System led by the as Urban Backbones (incl. Logistic Routes) Urban Mass Rapid Transit (UMRT) and Comfortable Transportation System Management Systems
Organizations/Institutions and Capacity Building for Creating and Maintaining the Comprehensive Transportation System in the Greater Yangon
Development Goals: Effect Indicators:
Urban 1) Propoer Modal Share Ratio 1) 30% for railways, 40% for bus transportation and 30% for private transportation Transport 2) Vehicle ownership is controlled as 50 vehicles/ 1000 people 2) 50 vehicles/ 1000 people
1) Increase of mobility 1) Average speed in morning peak hours （10 km/hour ➝ 25 km/hour) Road
Network 2) Enhance Traffic Safety 2) Accident rate/ 10,000 vehicles: Bus : 749 ➝300, Total: 96 ➝ 50
1) Improvement of Convenience and Accessibility 1) Total Route Length: (122km ➝ 350km) 2) Enhancement of Speed-up ➝
Railway 2) Average Operational Speed: (15 km/hour 30 km/hour)
1) Effectively of Port Handling 1) Average Time in Port : (6.5 days ➝ 3 days)
Development Goals & Effect Indicators & Effect Goals Development 2) Speed of Inland Waterway Transport 2) From Mandalay to Yangon: (6 days ➝ 3 days)
Logistic Port and
Logistics (Industrial Areas & Port) BasicStrategy in CBD BasicStrategy in Existing Urban Area BasicStrategy in New Urban Area (1) Improvement of the road network (East- (1) Replacement of port to the suburban area (1) Effective use of existing infrastructure (1) Promotion of TOD focusing on UMRT (2) Harmonization of the historical buildings West main road and North-South main road, (2) Strengthening of the port function (extension (2) Protection of environment of residential area of the scale and optimization) (3) Promotion of the waterfront construction of bridges) and construction of the circular main road network (2) Construction of the over-bridges on the (3) Capacity for container ship development (3) Diversification of traffic situation, including the Development (4) Management of the traffic demand and existing railway crossing (4) Strengthening of inland water transport bicycle use system strategy traffic flow (3) Development of the circular railway and East- (4) Policy for TDM (e.g. Park & Ride) West railway (Urban re-development around the (5) Strengthening of sea line safeness (5) Implementation of the transport system (5) Support for the nature and living environment in urban center focusing on the Yangon railway stations of circular railway) Central Station (4) Restructure of the existing bus routes and (6) Improvement of pedestrian environment construction of new urban mass rapid transit and barrier-free system
・Development of Yangon Central Station ・Yangon Circular Railway modernization ・Yangon-Mandalay Railway Line modernization ・Establishment of logistic stations Terminal (Improvement & electrification) ・Yangon-Pyay Railway Line double track and ・Construction of cargo truck roads (connection ・Circular bus services in CBD ・Improvement of Main Rd.No.2 (for the detour modernization (Yangon Metropolitan section) with logistic facilities, nationwide road network, ・Improvement of major intersections route of trucks from Thilawa SEZ) ・Thilawa Railway Line double track and and railway stations) ・Construction of flyovers at selected ・Upgrading of Inner Ring (ordinary road) modernization (Yangon metropolitan section) ・Port expansion and construction intersections ・Construction of Outer Ring Road (ordinary road ・MRT construction ・Containerization of the inland water ・Construction of public parking lots section) for the detour route of trucks from ・Construction of 2nd Circular Railway (Dagon-Main transportation ・Rehabilitation of embankment Thilawa SEZ Rd.No.1-Hmawbi) ・Reallocation of port to suburbs ・Construction of new public transport system ・Construction of Outer Ring Road (ordinary road ・Promotion of waterfront development in the ・Improvement of pedestrian crossings and section/ toll expressway section) area of old and narrow port safety measures ・Construction of green belt roads (for pedestrians ・Improvement of existing Union Highways and cycles including traffic safety facilities) ・Construction of east-west corridors ・Improvement of river ship operation ・Capacity augmentation of bridges (crossing over Bago River, Hlaing River, Pazundaung/Nga
Development of Infrastructure (Hard Components) Moe Yeik Creek) ・Public transport priority policy ・Public transport priority policy ・Promotion of private sector participation in road ・Restriction of heavy vehicles passing ・Area Pricing System ・Preparation and reinforcement of Laws related construction ・Restriction of over loading ・On-road parking restriction/ prohibition to garages and parking lots ・Establishment of road traffic information system ・Truck vehicle operation and management ・Development of parking lot information ・Passing restriction of large vehicles and (ITS) system system motorcycles ・Establishment of safety measures for truck ・Introducing traffic control system ・Expansion of traffic control system operation ・Introducing car navigation system ・Road traffic information system ・Review of port related laws and regulations ・Improvement of pedestrian walking space ・Modernization of reinforcement of traffic ・Establishment of port design standard
・ Soft Components and safety measures offences/ violation Review of safety navigation regulations ・Reinforcement of control to traffic offences/ ・Re-network of bus routes and increase of ・Review of ship building regulations violation service level ・Education for public transport priority and ・Education for public transport priority and traffic safety traffic safety
Urban Transport Planning Database Database for Roads & Bridges Public Transport Database Database related to Traffic Accidents Database for Vehicles & Licenses Maintenance and Management
・Transport Census (PT Survey, Traffic counting, ・Roads & Bridges inventory survey ・Public Transport Users Survey ・Traffic accident data collecting system etc.) ・Data Collection by ICT cards ・ Update of Database Socio-economic survey (Population statistics, Income survey, etc.)
Laws related to private garages and parking spaces Digitization of vehicle registration and driver's licenses Subsidizing system for public transport
Updating road traffic law Traffic Impact Assessment Law Laws for construction of multimodal terminals Laws of related to road user taxes and vehicle Laws related to land acquisition for public transport
Institutions Laws related to BOT and PPP Laws for Urban Transport Facilities in Greater Yangon (roles of concerned organizations, Funds, and Preparation/ Approval of 5-year plan, etc.)
Infrastructure, Institutions, and Organizations included in the Development Concept for Transportation System Transportation for Concept Development the in included Organizations and Institutions, Infrastructure, Bureau of Roads and Bridges（Planning, Construction, and O & M）(YCDC Roads & Bridges Bureau of Urban Railways Urban Traffic Safety Committee
Traffic Control and Information Center Committee for Traffic Control and TDM Bureau of Bus Services Directorate of River Ship Operation and Management
Registration, licenses, and Traffic Offences Data Center ITS Myanmar（public + private） Toll Road Development Authority Organizations Establishment of Yangon Urban Public Transport Authority Source: JICA Study Team Figure 5.1.1: Infrastructure Development Concept NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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Figure 5.1.1 summarizes not only the concept of Public Transport but also the concept of Road Network, Railway and Port and Logistic since these transportation sectors are closely interrelated, which are discussed in Sections 5.2 (Road Network), 5.3 (Railway), and 5.4 (Port and Logistic).
5.1.1 Macro Traffic Demand Analysis for Land Transport Sector This section discusses a macro traffic demand analysis for the urban development strategies in Yangon. Due to the lack of traffic data and information, the analysis has been made based on secondary data as well as in reference with the data obtained in other transport studies in other countries. Although reliability of the analysis may be limited, the macro analysis will provide valuable information to contemplate on the urban development strategies. In addition, the detailed traffic demand analysis of the transport sectors will be conducted by the sector master plan which was undertaken by JICA in December 2012. In general, there are mainly two traffic flows: people and goods. Different lifestyles and different productive activities create various types of travel patterns. Since it is not easy to analyze the goods’ flow without detailed data of production, this study will focus on the passengers’ flow and the car demands by applying the passengers’ flow analysis. First, traffic demands for the whole Yangon Region were estimated. Based on these analyzed results of the whole city, traffic flows among the townships were then analyzed.
(1) Current Traffic Demand Current traffic demand is estimated based on the following information obtained from relevant ministries and agencies such as Ministry of Construction, Ministry of Rail Transportation and Myanmar Railway, etc. (Refer to Figure 2.3.3). (i) The bus passengers are about 4.4 million per day in 2008. The modal share of bus is 84%. (ii) The passengers of circular railway are 130,000 per day. The modal share of circular railway is about 3%. (iii) The modal share of private cars, including taxis, is 11%. (iv) There were 233,000 vehicles registered in 2009 (37.5 vehicles per 1000 population), which included 143,000 passenger cars (25 passenger cars per 1000 population). By using above mentioned data, the current traffic demands and modal share are estimated as shown in Table 5.1.1. Current trip rate (person trip per day) in Yangon Region is not more than 1.0. Figure 5.1.2 shows the historical change of number of trips among the transport modes; average trip rate was around 1.1 trips per day before the era of motorization when people traveled only to go to work and the travel distance was very short (Saitz 1978). After the increase in motorization rate, the number of trips and travel distances has increased drastically with alternative modes of transportation such as cars, buses, train, and bicycle. In the major cities of Asia at present, such as Hanoi, Manila, Bangkok, and Jakarta, the reported average trip rates range from 2.5 to 3.0 trips per day. In comparison, the current trip rate (excluding ‘Walk’ trip) in Yangon is lower than those in other cities in Asia mainly due to (1) lower car ownership ratio, (2) prohibition of motorcycle and bicycle in the urban area, and (3) less urban economic activities. Detail calculation is shown in Appendix 4.
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Table 5.1.1: Estimation of the Current Traffic Demands Vehicle Use and Modal Share Use Tranffic Population Total Trip Year Mode Ownership Total Vehicle Vehicle Use (thousand) (1000) Vehicles Trip Average Modal Share (trip/person) (veh/1000 Use Rate Occupancy Trip Person Trips (veh) (trip/day) of Vehicle population) (1000) (thousand) 2008 5,500 0.96 5,280 25 137,500 0.7 3.0 2.0 289 578 11% 2009 5,740 1.00 5,740 25 142,869 0.7 3.0 2.0 300 600 10% 2011 6,214 1.00 6,214 25 157,156 0.7 3.0 2.0 330 660 11%
Total No. Modal Share (%) Person Trip ('000) Year of Trips ('000) No. Rail Bus Car others Total Rail Bus Car others Total 2008 5,280 2.5% 84.0% 11% 2.5% 100% 132 4,435 581 132 5,280 2011 6,214 Now 2.1% 84.0% 11% 2.9% 100% 130 5,220 684 180 6,214 Source: JICA Study Team
3.0
2.5 Motor Car
2.0
Trip/day 1.5 Public Transport
1.0 Bicycle
Walk 0.5 1750 1800 1850 1900 1950 2000 Source: Saitz (1978) year Figure 5.1.2: Historical Change of the Number of Trips among the Transport Modes
(2) Vehicle Ownership and Modal Share With the rapid increase in motorization among the large cities in the developing countries of Asia, the transport-related issues such as traffic congestion, traffic accidents and air pollution that confront these cities have become more serious. Traffic problems affect not only the pedestrians and users of non-motorized vehicles but as well as passengers and operators of road-based public transport modes. Various traffic management means have been introduced in some countries to address these urban transportation issues. For example, TDM (Transportation Demand Management) measures such as the priority policy for the public transportation and control of the usage of private mode of vehicles have been introduced in some countries of South East Asia region. Table 5.1.2 shows the vehicle ownership in other Asian countries. As compared with the vehicle ownership of 127 vehicles per 1000 population in Thailand and 240 in Malaysia, 25 of the same unit in Yangon (only passenger cars) is still very low. However, with the projected increase in the average annual income level of Yangon in the future, vehicle ownership is also expected to reach a high level which may lead to serious traffic congestions such as those being experienced in Bangkok, Jakarta and Manila.
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Table 5.1.2: Vehicle Ownership by Per-capita Income Per-capita Ownership Country Year USD 1000 per 1000 pop Thailand 2002 6.2 127 Malaysia 2002 8.1 240 Indonesia 2002 2.9 29 Korea 2002 15.1 293 Japan 2002 23.9 599 Source: OECD Due to the recent government deregulation policy on the importation of vehicles, the motor vehicles in Yangon are increasing rapidly and it is expected that the number will continue to increase along with high level of economic growth. Table 5.1.3 shows passenger car traffic demand according to the changes of motorization level and also shows alternative modal shares based on the car traffic demand. Total number of trips in Yangon in 2040 is estimated at 11.7 million trips with the current trip rate. If the ownership is 50 passenger car unit (pcu)/1000 population, the modal share of cars will be 24%. If the ownership is 100 pcu/1000 population, the modal share will be around 50%. In order to control the modal share to less than 60%, vehicle ownership should be around 200 pcu/1000 population. However, in case vehicle ownership reaches this level for daily commuting, the road infrastructure might not be able to meet with this demand unless new roads will be constructed with massive land acquisition and resettlement where, eventually, people will already be faced with serious traffic congestion in the city. Therefore, the modal share of the passenger car (private mode of transport) should be limited to lower than 30%, i.e. vehicle ownership needs to be around 50-70 pcu/1000 population. However, with the present economic development which brings about an improvement in the life style of people in Myanmar, it will be difficult to control the surge in level of motorization. Thus, improvement and modernization of public transport network system, introduction of strategic TDM system in addition to the current traffic control and management on vehicle import control, and limitation of two-wheel vehicle usage is very critical. Figure 5.1.3 illustrates the traffic demand projections. Estimated modal share of bus transport is decreased as estimated number of bus passengers is set to be the same as the current level. Instead of bus transport, urban railway system is assumed to play a significant role in public transport system in Yangon. On the other hand, increase in level of motorization is expected with the expansion of transport infrastructure capacity; thus, accordingly, the use of private modes of transport (such as private cars) should be controlled as discussed.
Table 5.1.3: Estimation of Traffic Demanded in 2040 Trip Rate No. of Trips and Modal Share of Passenger Car (using Total No. of Population Year Transport Trips Owership Average No. Passenger Total Trips byModal Share Remarks (thousand） Passenger Utilization Modes) (1000) (veh/1000 of Trips Occupancy Car Trips Passenger Carof Passenger Car (veh) Rate (trip/perso population) （trip/day) (1000) (thousand) Car 25 296,769 0.8 3.0 2.0 712 1,424 12% 50 586,500 0.8 3.0 2.0 1,408 2,815 24% 2040年 11,730 1.00 11,730 100 1,173,000 0.8 3.0 2.0 2,815 5,630 48% 130 1,524,900 0.8 3.0 2.0 3,660 7,320 62% 200 2,346,000 0.5 3.0 2.0 3,519 7,038 60% 300 3,519,000 0.34 3.0 2.0 3,537 7,073 60% Total No. Modal Share (%) Person Trip (thousand) Year of Trips Remarks (thousand)No. Rail Bus Car Others Total Rail Bus Car Others Total (1) 38.0% 50.0% 12% 0.0% 100% 4,457 5,865 1,408 0 11,730 (2) 30.0% 46.0% 24% 0.0% 100% 3,519 5,396 2,815 0 11,730 (3) 22.0% 30.0% 48% 0.0% 100% 2,581 3,519 5,630 0 11,730 2040 11,730 (4) 20.0% 20.0% 60% 0.0% 100% 2,346 2,346 7,038 0 11,730 (5) 20.0% 20.0% 60% 0.0% 100% 2,346 2,346 7,038 0 11,730 30.0% 40.0% 30% 0.0% 100% 3,519 4,692 3,519 0 11,730 Source: JICA Study Team
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Surplus demands caused by the Contorl of the number of vehicles by motorization which will be promoted the import/purchase regulations by deregulation of the purchase control in Myanmar. It will be a cause Demand Control of the private mode (1174) of traffic congestion. 50 of transportation by TDM measures
1100 Moralization Growth (Vehicle Ownership Rate) ） 1000 30%
900 Capacity of Traffic Infrastructure Private TransportMode 800
700 30% 600 UMRT（Rail, LRT, BRT)
13% Vehicle Ownership Rate(vehicle per 1000 population
500 3%
Population (10,000) Traffic Demand ('000 trips/day) 400 25
300
84% 40% 200 Bus Infrastructure Traffic of Total Capacity
100
2012１） 20402)
2012 2015 2020 2025 2030 2035 2040
1) Estimate based on the availabel data in 2008 Bus Users 4.4 million/day Modal Share 84％ Circular Rail 0.13 million/day 2) based on the trip rate of 2012 Source: JICA Study Team Figure 5.1.3: Ownership Ratio and Traffic Demand
(3) Macro Analysis of Cross-Sectional Traffic Demands By using the number of total trips estimated above, the OD (origin and destination) traffic volume was estimated with the population framework examined in the urban development strategy of this study. The OD traffic volume is distributed to a simple network, and the characteristics of the cross sectional traffic demands have been examined. The base of the traffic network for the cross sectional demand analysis is shown in Figure 5.1.4. Thirty three (33) townships in Yangon City and six townships around the city are put together into 9 zones and the traffic demands among the zones were estimated. The estimated distribution of population (11.7million) is shown in Table 5.1.4. It shows that zone No.5 has the biggest population with 2.0 million, followed by zone No.3 with 1.9 million, and zone No.7 with 1.4 million.
Table 5.1.4: Estimated Population (2040) Zone Population Hlaing River Township 3 (13) No. (2040) 1 Latha, Lanmadaw, Pabedan, Kyauktada, Botataung, 1,332 (14) 8 (2) Pazundaung, Seikkan, Ahlone, Dagon, Kyeemyindaing, (6) Sanchaung, Kamayut, Bahan, Mingalataungunt, Tamwe, (12) (7) Yakin 4 2 (8) 2 Hlaing, Mayangon, Insen 808 (5) Yangon River (9) 6 3 Mingaladon Shwepyitha, Hmawbi 1,974 (1) Bago River (3) 5 4 Hlaningthayar, Htantabin 1,135 1 5 Dawbon, Thaketa, Thingangyun, South Okkalapa, North 2,048 (15) (4) (10) Dagon, South Dagon, Dagon Seikkan (11) 6 East Dagon 895
9 7 Thanlyin, Kyauktan 1,397
7 8 North Okkalapa, Helgu 1,183 (16) 9 Dala, Seikkyee Khanaunglo, Twantay 957 Total 11,730 Figure 5.1.4: Simple Network and Zones for Estimation of Cross-Sectional Traffic Demand
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In order to estimate the OD traffic demand, the following two points are considered. (i) There are two types of zonal OD traffic, one is intra-zonal traffic and the other is inter-zonal. In this analysis, the intra-zonal OD is assumed to be 50% in the existing urban area (comparative size of zone is smaller than others) and 70-80% in the new urban development areas (zone sizes are larger) in the suburban area. (ii) In order to calculate the modal share of the OD traffic demand, the vehicle ownership ratio is placed at 50-100 pcu/1000 population. Remaining traffic demands are assigned to the public transport system including rail and bus. In the suburban areas, usage of motorcycle is also taken into consideration. In this macro traffic demand analysis, as the capacity of traffic network is not considered, the estimated traffic volume will be potential or “desired” traffic demands among the zones based on the assumed traffic model indicators and socio-economic framework. Thus, in the first place, transport infrastructures may be examined to meet the demands, but in case the total investment for the infrastructure is not justified, this will be considered in the urban development strategies including socioeconomic framework and land use as well. The cross sectional demands calculated are shown in Table 5.1.5. (i) Current traffic demands are mainly concentrated in two corridors connecting the existing urban center (CBD): the north-south corridor and corridor between CBD and Eastern Districts (South Okkalapa, Dagon). Traffic demand distribution in 2040 will drastically increase based on projected urban expansion, particularly in corridors linking the sub-urban centers. Traffic demands passing the Yangon River, Bago River and Hlaing River will also increase significantly. (ii) On the main corridor from CBD to North (Zone No.1, 2 and 3), the demands of Northern link will significantly increase due to the new CBD development in Mayangone (Zone No.2) and a projected increase of population in the northern townships. The corridor No.2 will have over 2 million trips and the number of passengers on the public transportation will be over 18 million people. These numbers are extremely large from the view point of the current situation. In order to provide sufficient capacity of transport infrastructure, two to three UMRT (Urban Mass Rapid Transit) lines will be required. To disperse CBD functions from the zone to other zones is also one of the measures to alleviate traffic demand concentration. (iii) From the CBD to Dagon (East) township, due to rapid increase in population, corridor No.3 will have 1.8 million trips. Public transportation, railway system in particular, will need major improvements to handle the huge traffic demand. Moreover, since the newly developed residential townships such as Dagon North, Dagon South and Dagon East are included in this zone No.5, it is essential to provide efficient feeder network system from the railway stations in order to ease the traffic congestion on corridor No.3 as well as to provide better accessibility from the residential area to the CBD. (iv) Traffic demand crossing the Hlaing River is estimated to be around 3 million trips per day. The reason for this large traffic demand is that the corridor is connected with the sub-centers, Hlaingtharya-Mindama-Dagon Myothit. Furthermore, two large urban areas, Hlaingtharya and Htantabin townships in Zone No.4 with population 1.1 million and Mingaladon, Shwepyitha and Hmawbi townships in the Zone No.3 with 2 million population, are located side by side crossing the Hling River generating the traffic demand connecting the two areas. It will not be easy to handle such huge volume of traffic demand which will require three railway lines at least and four to five road bridges. Therefore, urban development strategies for the regions will have to be re-examined.
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(v) In the opposite side of the CBD crossing the Yangon River, Dala Township also has a plan to have about 1.0 million population. It is expected that most of its population will be commuting to CBD area by crossing the river. Furthermore, connecting trips to Hlaing township and Thanlyin township will also be increased. (vi) To the opposite side of the Bago River, Thanlyin and Thilawa townships, the traffic demand will be increased 4 times of the current demand. It is estimated that 1.6 million trips per day will cross the river in line with the future urban economic corridor developments from Hlaingthayar, Mindama, Dagon Myothit and to Thanlyin and Thilawa. Some huge investments will be required to construct new river crossing infrastructure to provide smooth traffic flows for both passenger and goods.
Table 5.1.5: Results of Macro Analyses for Cross-Sectional Traffic Demands Future (2040) Existing (2011) Motorization Rate Motorization Rate 50 cars per 1000 population 100 cars per 1000 population
3 (13) 3 (13) 3 (13) (14) 8 (14) (14) 8 (2) 8 (6) (2) (2) (6) (6) (12) (12) (12) (7) (7) (7) 4 2 (8) 4 2 No. Trips 4 2 (8) (8) (5) (5) (9) (5) (9) 6 (9) 6 6 (person (1) (1) (1) (3) (3) (3) 5 5 5 trip) 1 1 1 (15) (15) (15) (4) (10) (4) (10) (4) (10) (11) (11) (11)
9 9 9 (16) 7 (16) 7 7 (16) 3 (13) 3 (13) 3 (13) (14) (14) (14) 8 8 8 (2) (2) (2) (6) (6) (6) (12) (12) (12) (7) Public (7) (7) 4 2 (8) 4 2 (8) 4 2 (8) (bus, rail) (5) (5) (9) 6 (5) 6 (9) 6 (9) (1) (1) (1) (passenger) (3) (3) 5 (3) 5 5 1 1 1 (15) (15) (15) (4) (10) (4) (10) (4) (10) (11) (11) (11) 9 9 9 7 (16) 7 7 (16) (16)
(13) 3 (13) 3 (13) 3 (14) (14) 8 (14) 8 8 (2) (2) (2) (6) (6) (6) (12) (12) (7) (12) Car (7) (7) 4 2 4 2 (pcu/day) (8) (8) 4 2 (8) (5) (9) (5) (5) (9) 6 6 (9) 6 (1) (1) (1) (3) (3) (3) 5 5 5 1 1 (15) (15) 1 (4) (10) (4) (10) (15) (4) (10) (11) (11) (11) 9 9 9 (16) 7 7 (16) 7 (16) Trips Public1) Vehicle1) Trips Public1) Vehicle1) Trips Public1) Vehicle1) Link No. (‘000 (‘000 (‘000 (‘000 (‘000 (‘000 (‘000 (‘000 (‘000 Person) Passenger) Pcu) Person) Passenger) Pcu) Person) Passenger) Pcu) (1) 652 596 113 1,,073 1,368 192 1,703 1,047 320 (2) 661 612 107 2,114 1,801 192 2,114 1,514 306 (3) 1,028 937 183 1,829 1,438 239 1,829 1,058 390 (4) (30)2) (30)2) 0 922 798 67 922 677 113 (7) 419 385 71 1,715 1,427 144 1,715 1,161 250 (9) 367 336 65 1,100 900 105 1,099 713 179 (13) 271 259 33 673 528 94 727 445 151 (14) 679 631 128 2,892 2,461 218 2,892 2,069 374 (10)+(11) 412 383 64 1,609 1,394 142 1,609 1,202 197 Source: JICA Study Team Note: 1) Public transport includes rail and bus (vehicle: cars and buses for passengers only, not including trucks, M/C, and other transport vehicles) 2) Number of passengers on the ferry transport
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(4) Road Traffic Demand Next issue of the macro traffic demand analysis is the demand for road network development for the trunk road network including main roads, highways and secondary roads. The vehicular traffic demand in terms of vehicle-km will be obtained roughly from distributing the OD traffic volume on the simplified traffic network. There is at present a total of 603 km of trunk roads network which is obtained from the JICA digital map 2012. Result of the analysis is shown in Table 5.1.6.
Table 5.1.6: Existing and Future Road Development Levels in Yangon Existing Road Motorization Rate Vehicle-km Existing Level of Capacity Necessary Road Length to Meet (per 1000 (thousand Road Traffic (thousand Future Traffic Demand (km) population) pcu-km) Length (km) Congestion pcu-km) Now 25 16,800 0.70 - Future 50 35,300 603 24,000 1.45 880 (2040) 100 55,300 2.30 1,380 Source: JICA Study Team If an average number of lanes on the existing roads are assumed as 4 lanes and the capacity of one lane is 40,000 pcu-km per day, a total existing road capacity will be estimated as 24 million pcu-km. While the existing passenger vehicle demand is approximately 16.8 million pcu-km which is obtained from the macro traffic assignment, the traffic congestion ratio on the existing roads was estimated to be around 0.7. In 2040, passenger car traffic demand would be 35.3 million pcu-km and 55.3 million pcu-km for motorization rate 50 and 100 passenger car per 1000 population respectively. If the future demands are assigned on the existing road network, the congestion level will be 1.45 and 2.30, which will induce more serious traffic congestions. In order to provide a sufficient road network in future, at least 880 km or 1,380 km of trunk roads network will be required. Next, based on the cross sectional traffic demands, a necessary number of lanes on the major corridors have also been analyzed. The demand estimated before is just for the passenger car and excludes that for truck and other vehicles for goods transport. Therefore, in order to calculate the necessary number of lanes, the demands are increased by 30% to allow for goods transport demand. Results of the analysis on the necessary number of lanes in future urban development strategies are shown in Table 5.1.7. In the current situation, the number of car lanes in most of the cross sections is supplying the demand except for the Hlaing River section. In the future, most of the sections will require more car lanes which will be 1.5 to more than 2.0 times of the existing number of car lanes. For example, the traffic demands crossing the Bago River (link No. (10)+(11)) will need at least 20 car lanes in the future, which will be equivalent to two bridges with 6 car lanes and two bridges with 4 car lanes. At present, there are a total of 6 lanes including one bridge with 2 lanes and the newly constructed bridge with 4 lanes, thus additional 14 lanes will be needed in the future. However, it might be difficult to justify the construction of another 14 car lanes bridges. Therefore possible solution would be to construct two new bridges providing additional 10 lanes and remaining demand should be transferred to railway or integrated into the intra-zonal traffic through the enhancement of independent urban economic activities in the areas.
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Table 5.1.7: Necessary Car Lanes Calculated from the Cross-Sectional Traffic Demands Traffic Demand（’000 pcu/day） Necessary Car Lanes Current Now 2040 Now 2040 Link No. Car Motorization Rate Lanes Motorization Rate MR25 MR50 MR100 MR25 MR50 MR100 (1) 147 250 416 24 16 (0.7) 25(1.1) 42(1.8) (2) 139 250 398 16 14 (0.9) 25(1.6) 40(2.5) (3) 220 311 507 24 24 (1.0) 32(1.3) 51(2.2) (4) 0 87 147 0 0 9(-) 15(-) (7) 85 187 325 6 9(1.5) 19(3.24) 33(5.5) (9) 78 136 232 6 8(1.3) 14(2.3) 24(4.0) (13) 40 122 197 4 4(1.0) 13(3.3) 20(5.0) (14) 43 96 162 4 5(1.2) 10(2.5) 17(4.3) (10)+(11) 82 185 256 8 8 (1.0) 19(2.5) 26(3.4) Source: JICA Study Team (5) Feedback to the Urban Development Strategy As discussed above, the development of a mega city with 10 million population will need a large amount of investment for the transport infrastructures to cope with huge amount of traffic demands. It is apparent that transport system has to play a significant role in the urban development in Yangon. Therefore it is necessary to further develop an integrated transport network so as to maximize the efficiency of the huge investment. Urban areas in Yangon are separated by rivers and channels, thus huge investment will be required to cross the rivers. Single core urban structure will generate huge amount of inter-zonal traffic demand and require huge infrastructure development, while multi cores urban structure will be able to encourage intra-zonal activities and reduce the inter-zonal traffic demand. Even so, the UMRT system for inter-zonal traffic particularly for passengers will be indispensable as a main framework of the transport network system connecting the urban cores with each other. It is thus recommended to promote urban development along the proposed UMRT lines, so that the effectiveness of the huge investment would be higher.
5.1.2 Development Policy
Realization of An Environment-friendly, Comfortable and Convenient Transport System Sector Vision (High Mobility and Reliable Transportation System Led by Modernized Urban Railway, and Contribution to Promote Planned New Urban Development) 1) Development of A Functional Road Network as Urban Backbones (incl. Logistic Routes) 2) Increase People’s Mobility through the Effective Public Transport System led by the Urban Mass Rapid Transit (UMRT) Basic Policy 3) Realization of a Safe, Environment-friendly and Comfortable Transport System 4) Development of Appropriate Traffic Demand Management Systems 5) Organizations/Institutions and Capacity Building for Creating and Maintaining A Comprehensive Transport System in the Greater Yangon
Compared to other major cities in South East Asian countries, traffic demand in Yangon is not so high at present and the traffic accidents caused by motor cycles which are dominant in other Asian cities are also not very many, partly because there is the government regulation on the vehicle import and the restriction for the use of motorcycle.
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As mentioned in the previous section, people’s mobility in Yangon is low. Bus serves as the prime mode of transport for their personal mobility, in particular, to and from places of work. However, bus system is beleaguered with perennial problems and services provided are often regarded as inadequate. This results in people preferring to live near their places of work, particularly in old and narrow houses around the CBD area. Recently, the foreign investments in Myanmar are growing rapidly in parallel with the relaxation of economic sanctions. New industrial zones and the urban development projects will be constructed around the urban area of Yangon Region. The current population of 6 million is projected to increase up to 11.7 million in 2040. Ownership and use of the motor vehicles will expectedly expand along with increasing urban size, population, economic activities and incomes. There are some major cities which have more than 10 million population such as Bangkok, Manila and Jakarta. Those cities have the common urban transport problems such as serious traffic congestion and accompanying air pollution, traffic accidents, among others. The shortage of available parking spaces in the urban centers is also a serious problem in those cities. Although the respective city governments attempt to promote the use of public transportation by way of controlling or regulating the private mobility, these may not automatically result in a fast modal shift from the private to public modes due to the convenience of using private cars which provide for “door-to-door” transfer of passengers. Consequently, some of the countries give a high priority to develop urban mass transit system. In the urban area of Yangon, urban development projects will be started in the near future. Lessons learned from other cities will be useful to formulate the strategy for integration of urban transport and urban planning. In this study, with the promotion of the existing traffic regulation, the following five planning ideas are proposed with the basic underlying theme of “Realization of an Environment-friendly, Comfortable and Convenient Transport System.” (i) Development of Functional Road Network as Urban Backbones (incl. Logistic Routes) (ii) Increase People’s Mobility through the Effective Public Transport System led by the Urban Mass Rapid Transit (UMRT) (iii) Realization of a Safe, Environment-friendly and Comfortable Transportation System (iv) Development of Appropriate Traffic Demand Management Systems (v) Organizations/Institutions and Capacity Building for Creating and Maintaining the Comprehensive Transportation System in the Greater Yangon
1) Development of Functional Road Network as Urban Backbones The existing road network of the Greater Yangon is characterized as a combination of both a radial road system (CBD to suburbs) and a grid road system in CBD. However, existing road network pattern will not function to promote or to support the future urban development for the year 2040. The future road network configuration and its size shall be determined by the future urban structure and land-use plan. The requirements in widening of existing roads and directions/ locations/ size of new roads and bridges also depend on the future traffic movement patterns which will be generated from/ attracted to the new residential/ commercial and industrial areas. The results of preliminary traffic demand forecast showed that quite large traffic demands will emerge not only on north-south direction but also on east-west direction in the future when the planned urban structure is realized. The existing road network cannot handle such large magnitude of traffic demands which will be generated from more than 10 million population. Therefore, formation of a high capacity road network sufficient to accommodate future traffic demands is essential to support and to guide the targeted future urban development.
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2) Increase in People’s Mobility through the Effective Public Transport System led by the Urban Mass Rapid Transit (UMRT) According to preliminary results of the Household Interview Survey (HIS) for this Study, about 34% of respondents replied that the main cause of current traffic congestion is the increasing usage of automobiles, followed by lack of roads (26%). At the same time, almost all respondents (99%) agreed with the necessity for expansion of public transport services. The types of public transport desired are Bus Rapid Transit (BRT, 38%), Urban Railway (elevated or underground, 23%), and Ordinary buses (28%). The existing Circular Railway is supported by only 7.6% of respondents if the present service level is not improved. Also, regarding the current bus services, about 50% of people feel uncomfortable due to the very crowded situation onboard. These results indicate that many people await high quality (comfortable), high capacity (no-congestion in buses), and high speed public transport.
3) Realization of a Safe, Environment-friendly and Comfortable Transportation System Improvements and expansion of road network are necessary not only to handle the future increasing traffic demand, but also to ensure safety, comfort, and better environment (minimize pollution and noise). Traffic accidents in CBD and on the main roads in other townships are urgent issues to be addressed. Well-managed and modernized railway systems including UMRT and LRT will provide a safe, comfortable and environment-friendly transport services.
4) Development of Appropriate Traffic Demand Management System Traffic Demand Management (TDM) is one of effective measures for the urban transport sector. The basic idea of TDM will be discussed further in 5.1.4 of this chapter.
5) Organizational/ Institutions and Capacity Building for Creating and Maintaining the Comprehensive Transportation System in the Greater Yangon Organizational and institutional framework (laws/regulations) is another important component in the implementation and maintenance of the urban road network and other transport infrastructure. The urban transport system consists of all related transport modes and facilities such as roads, railways, ports, inland water, private cars, buses, trucks and ferry services which are now operated and managed by different organizations/agencies. However, in order to implement a comprehensive transport system, coordination, cooperation and connectivity between each organization are very important. Therefore, an alternative idea of new organizations and institutional framework shall be considered together with capacity development.
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5.1.3 Development Goals and Target Effective Indicator Table 5.1.8 shows the indicators of the development goals of the transportation sector that corresponds to the underlying theme of “Realization of an Environment-friendly, Comfortable and Convenient Transport System (High Mobility and Reliable Transportation System led by Modernized Urban Railway, and Contribution to Promote Planned New Urban Development).”
Table 5.1.8: Development Goals and Effect Indicators (Urban Transport) Development Goal Effect Indicators Average speed in peak hours a) Increase in mobility (10 km/hr ➝ 25 km/hr) Accident rate/ 10,000 vehicles b) Traffic safety (Bus : 749 ➝ 75) (Total: 96 ➝ 10) c) Transport modal share Rail Transport: 30% 50 passenger cars per 1000 population (or to control the use d) Vehicle ownership of private modes of transport equivalent to the vehicle ownership rate) Source: JICA Study Team
5.1.4 Preliminary Development Plan
(1) Preliminary Development Plan In accordance with the basic concept, the strategies to achieve the target goal is formulated. The target area is divided into three subject areas to discuss the development planning ideas as 1) central area, 2) existing urban area, and 3) new urban area. Furthermore, the strategy on the 4) logistics for the promotion of the industrialization which will be the base of the economic growth is also examined.
1) Central Area Regarding the development of the transport system in the central area, the following five (5) main strategies are proposed: i) Effective use of the existing infrastructure ii) Harmonization with the historical buildings iii) Promotion of the waterfront development iv) Management of the traffic demand and traffic flows v) Intra-zonal public transport system in the CBD centered on Yangon Central Railway Station As there are a number of historical buildings in the CBD area, existing infrastructure needs to be used efficiently rather than the construction of the new infrastructures. On the other hand, to make the CBD area more attractive, the promotion of urban redevelopment is needed. Public transportation system which circulates in the CBD area originating and ending at Yangon Central railway station can help to increase the mobility in the CBD area. The management of the traffic flow is also necessary. In order to control the traffic demands in CBD area, the traffic flow can be monitored and managed by the traffic operation center. Additionally, implementation of a comprehensive parking policy and construction of public parking space are also necessary in this area since lack of available parking spaces will create problems in near future.
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2) Existing Urban Area For the existing urban area around northern part of CBD such as Hlaing and Okkalapa township, the following four (4) main strategies are proposed in order to support the corridor development from the Hlaingthayar to Mindama, Dagon Myothit, Thanlyin and Thilawa. i) Improvement of the road network (East-West main road and North-South main road, construction of bridges) ii) Construction of the over-bridges on the existing railway crossing iii) Upgrading of the circular railway and construction of East-West railway iv) Restructure of the existing bus network and construction of new urban transit system (UMRT, LRT and BRT, etc) Since the urbanization in this area has started, the function of new transport system as a developing corridor needs to be improved more. Especially the development project for the East-West main road and railway which will provide effective connection between proposed new urban centers are important. Furthermore, the circular railway which will enhance the accessibility to CBD area also needs to be utilized strategically. The macro analysis in the previous section reveals that the traffic volume will concentrate in this area. Therefore, it is necessary to construct the over-bridges to promote the smooth traffic flow. It is also important to ensure the accessibility among the satellite towns by restructuring of existing bus routes and introducing of new transport system. The traffic volume crossing Hlaing River and Bago River will be increased and therefore, the new bridges need to be constructed. 3) New Urban Area For the new urban development area, the following 5 strategies are proposed. i) Promotion of TOD (Transit Oriented Development) focusing on UMRT ii) Protection of the environment of residential area and construction of the circular main road network iii) Diversification of the traffic situation, including the bicycle use iv) Development of TDM (Transport Demand Management) v) Preservation of existing nature and improvement of living environment It is essential to promote the TOD policy for the new urban development area to optimize the effectiveness and efficiency of the public transportation system. Meanwhile, the outer ring road is also needed to construct the road network covering the satellite towns efficiently. More importantly, it is also vital to encourage bicycle usage which is the most environment-friendly mode of transportation in order to maintain the green environment since this area has much more green environment compared to the CBD area. TOD refers to residential and commercial centers designed to maximize access by transit and non-motorized transportation, and with other features to encourage transit ridership. A typical TOD has a rail or bus station at its center, surrounded by relatively high-density development, with progressively lower-density spreading outwards 0.5-2.0km, which represents pedestrian scale distances.
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Source: Urban Transport Policy in Asia Megacities (Dr.Shigeru MORICHI) Figure 5.1.5: Concept of the Transit Oriented Development (TOD)
Another important transport policy in Yangon is Transport Demand Management (TDM). TDM is the application of strategies and policies to reduce travel demand (specifically that of single-occupancy private vehicles), or to redistribute this demand in space or in time. The term TDM has its origins in the United States in the 1970s and 1980s. The concepts of TDM borrowed from mainstream transport planning in Europe, which is sometimes referred to as Mobility Management in Europe. Many cities outside the United States and Europe have also consistently taken a demand management approach to transport and land use planning, notably Curitiba, Brazil, Portland, Oregon and Vancouver, Canada and also in Asian megacities, such as Singapore, Bangkok, Manila, among others. Table 5.1.9 classifies a number of TDM measures aimed at influencing people travel behavior. As discussed before, existing transport related policies in Yangon such as controlling number of vehicle registration and prohibition of motorcycle in the urban areas are among the TDM measures. However, because of the expected huge amount of traffic demand and urbanization, more strategic and comprehensive TDM measures will be significant in Yangon.
Table 5.1.9: TDM Measures Type Measures Economic Measures Fuel tax, road user charge Parking charge Subsidizing public transport, etc. Land Use Land use and transportation strategies such as car-free developments, and finding the right location for the new developments Park and ride facilities, etc. Information for Travelers Travel information before a trip is undertaken Car sharing, etc. Alternative Communication Tele-working Methods for Travel E-shopping, etc. Administrative Measures Parking controls Pedestrianized zones Alternative working patterns, etc. Source : JICA Study Team
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4) Logistics The strategies on the logistics to promote industrialization are as follows. i) Replacement of port to the suburban area ii) Strengthening of the port function (extension of the scale and optimization) iii) Capacity for container ship iv) Strengthening of inland water transport system v) Strengthening of sea line safeness Industrialization is essential for Myanmar’s economic growth and it will be the prime mover for urbanization. In order to promote industrialization, the replacement of port and capacity development is necessary. Medium- and small-sized port facilities and the other industrial facilities are currently utilizing along the Hlaing River, Yangon River and Bogo River. However, for the future, the port facilities need to be modernized and connected with railways and main roads. In addition, it is also necessary to select the place for industrial park to efficiently transfer the investment from overseas. By promotion of the redevelopment of the existing port facilities and industrial areas, water front will become the new urban spaces. IWT will also contribute to mitigate the traffic congestion.
(2) Proposed Infrastructure The basic principles of development for the transport sectors are shown in Table 5.1.10.
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Table 5.1.10: Basic Principle for Time-wise Development for Transport Sectors Traffic Demand Public Transport Road/ Logistic Institutions. Organizations. Period Basic Strategy Management and System Network Human Development related Facilities ・Promotion of ・Modernization of ・Construction of ・Policy of Traffic ・Establishment/enactment of Symptomatic Circular Railway flyovers at Demand Yangon Urban Transportation treatments for (Improvement and intersections (CBD Management Facility Law urgent measures electrification) & Main roads) (control of car ・Establishment of Bureau of ・Arrangement of ・Restructure/ ・Improvement of ownership, Urban Transport Planning, and organizations and Re-network of bus Bottleneck Point restriction of car capacity development systems for Medium routes (including such as old/narrow usage and parking ・Strengthening of organization and Long term improvement of bridge control) for roads & bridges development access to Circular ・Strengthening of road ・Improvement of maintenance and management ・Human development Railway) maintenance and traffic signal ・Survey on institutional (A rapid economic ・Improvement of bus management operation system framework for BOT and PPP development may services in ・Construction of ・Road Information ・Strengthening of organization proceed together towns/communities traffic safety system (cooperation for approach channel Short with foreign direct (Zone bus system, facilities including with private sector) maintenance and management Term investment under etc.) medians on main ・Education for traffic ・Improvement of navigation (2018) the insufficient ・Development of roads safety and safety safety infrastructure bus-interchange ・Improvement of bus driving condition. system and facilities stop facilities ・Reinforcement of Symptomatic ・Restructure of bus ・Expansion and control of traffic treatments are routes by construction of port offences/violation necessary for urgent introducing BRT ・Renovation of projects. At the shipyards same time, a large ・Containerization of scale project like the inland water Thilawa industrial transportation zone will take place ・Replacement of old in this short period) vessels ・Rehabilitation of embankment ・Development of ・Construction of ・Construction of 2nd ・Traffic Demand ・Establishment of vehicle related infrastructure to urban railways, new Main Rd.No.3 Management policy tax system, Institutional promote Medium/ public transport ・Construction of (Charging fees) framework for Traffic Demand
Long Term Urban system (existing Outer Ring Road ・Expansion of traffic Management Development urban area) ・Improvement of control system ・Establishment of institutional Concept ・Construction of Main Rd.No.2 ・Construction of framework for public transport ・Expansion of public intermodal ・Construction of East intermodal facilities subsidizing transport network to terminals - West Road ・Establishment of Traffic Impact development centers (promotion of urban (Hlaing-Dagon) Assessment Law in suburbs development ・Organizations for urban railway ・Modernization of accompanied with operation and management Medium transport system in public transport ・Organization for public bus existing urban area system) operation and management Term （Comprehensive ・Construction of (PTA controlling both railways (2025) transportation system circular LRT in CBD and bus systems) is required with ・Establishment of Toll Road Basic Policies by Each Period Each by Policies Basic combinations of Development Authority railways, new public ・Traffic control center transport, and TDM ・Establishment of ITS Myanmar policies as ・Digitalization of vehicle urbanization will be registration and licenses expanded and ・Review of ship related Taxation economic activities system will be accelerated in ・Establishment of Directorate of existing urban area) river ship operation and management ・Development of ・Construction 2nd ・Construction of ・Construction of infrastructure to Circular Railway Outer Ring Road intermodal facilities promote long term ・Construction of ・Construction of East urban development urban railway, new - West Road concept public transport (Hlang-Mingalardo ・Expansion of public system (New Urban n) transport network to Area) ・Construction of deep new urban area in ・Construction of sea port (offshore suburbs intermodal development) ・Construction of wide terminals (Urban Long area trunk road development Term network accompanied with (2035) ・Integration with public transport nationwide transport system) system (Establishment of functional transport system for realization of the urban development concept for 10 million population city)
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Table 5.1.11 shows the result of examination of the projects corresponding to the above strategies. Since the railway, road, port and logistics are shown in the other sections of this report, mainly the bus transportation and traffic demand are examined in this section. The estimated costs are for the investment to achieve the target of urban development. It should be noted that these are the reference for the urban development and not estimated based on the detailed plan. The investment cost for traffic system environment excluding the big scale construction, such as railway and bridges, is around US$ 750 million.
Table 5.1.11: Investment Cost for Projects on Traffic System (Excluding Railway, Road, Port and Logistics) Investment Cost Program/ Project Contents Remarks (million US$) a. Road-Related Public Transport System Improvement Program - Restructuring of passenger bus network Restructuring of passenger - Introduction of functional network system 3.0 bus network including bus zones - Re-organization of bus operation companies - Renewal of bus fleets - Provision of information to the passengers and Modernization of the introduction of smart card 50.0 passenger bus services - Operation management by GPS and traffic safety management Prioritization of passenger - Introduction of bus lane 15.0 3 lanes bus transportation - Introduction of bus-priority traffic light Development of bus - Connecting point of major bus routes 20.0 10 points interchanges - Construction of facility for transfer passengers Development of bus - Construction of bus terminals for each urban area 20.0 4 points terminals - Introduction of BRT system in the north-south BRT system development 200.0 2 lanes urban development corridor Development of public - Circular bus or LRT in the CBD transportation system in the 100.0 1 lane - Traffic restriction of private vehicles CBD b. Mitigation of Traffic Congestion and Traffic Safety Development Program - Improvement of existing traffic bottlenecks Traffic congestion mitigation - Installation of traffic signal and improvement of 20.0 10 bottle necks project intersection geometry - The intersections of main roads with traffic Intersection congestion 150.0 10 points Grade-separation Project
Modernization of traffic - Introduction of Area Traffic Control System, control and management 50.0 Urban center provision of information about traffic conditions system - Provision of the center barrier on the main roads Improvement of traffic - Construction of pedestrian bridges 20.0 Main road safety facility - Traffic enforcement, installation of traffic lights - Enforcement of the street vendors, barrier-free Improvement of areas for pedestrian facilities 5.0 pedestrian in the CBD - Development of pedestrian mall (shopping arcade) Traffic safety education and - Traffic safety education and propaganda 3.0 propaganda - Capacity development of traffic safety committee - Provision of enforcement equipment incl. camera Enhancement of traffic - Reform the laws and regulation on road traffic 20.0 enforcement - Simplification of traffic violation ticket Development of traffic - Development of database for traffic accident accident database and traffic 5.0 - Development of Traffic Safety Audit system safety audit system c. TDM and Parking Policy Development Program Computerization of vehicle - Computerization of vehicle registration and driving 5.0 and license registration license Transport demand control in - Pricing and registration control, etc. 20.0 the CBD - Control of motorcycle use
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Investment Cost Program/ Project Contents Remarks (million US$) Development of public - Effective use of government vacant lands parking and guidance system - Construction of multi-story parking area 30.0 in CBD - Parking information system and enforcement Reform of law and - Traffic impact assessment regulation on traffic - Garage Law, compulsory parking facilities 1.0 management and TDM - Laws and regulation on traffic management d. Development Program for Human Resources and Organizations Yangon Urban Traffic - Planning and monitoring of urban transport system 5.0 Planning Unit - Updating of urban transportation database Public Transport Authority - Management of public transportation system 5.0 (PTA) - Policy development for public transport system Traffic Control and - Operation of traffic control center 3.0 Information Center - Provision of traffic information Total 750 Source: JICA Study Team (3) Implementation Schedule The implementation schedule for urban transport sector projects (excluding railway, road network and ports/inland water transport) is shown in the table below. The basic preconditions to establish the implementation schedule are as follows: (i) It is assumed that urgent projects will be completed within 2-3 years from the commencement of the feasibility study. Short term project will be defined as the projects implemented by 2018 and Mid-term projects will be the projects which will be started after 2018. (ii) Most of the projects discussed in this section will be categorized into the software components in contrast with hardware components such as road, railway and port infrastructure development projects. In addition, most of the projects will be essential to mitigate current traffic problems or indispensable components for the future transport issues which shall be developed in advance such as TDM policies, Parking policy, human resource development, etc. Therefore, those projects should be implemented in the earlier period before expansion of motorization. (iii) Only Traffic Control and Information Centre will be implemented in the later stage because the advanced computerized system will require not only huge investment cost but also operation and maintenance cost yearly. At the present limited fund resources, it will be difficult to operate this system. (iv) The proposed projects are inter-related with each other. For example, the bus network restructure project shall be in coordination with the bus terminal and interchange developments. Moreover, in order to develop effective network system, the role of Public Transport Authority (PTA) may be significant. Traffic Demand Management will affect parking policies and traffic management system as well. Therefore, more detailed examination based on reliable transport data will be required.
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Table 5.1.12: Implementation Schedule (Urban Transport) Implementation Schedule Implementation Schedule No. Project Name Status 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2040 Short- 1 Restructuring of passenger bus network term Short 2 Modernization of the passenger bus services term Prioritization of passenger bus Short 3 transportation term Short 4 Development of bus interchanges term Short 5 Development of bus terminals term Short- 6 BRT system development Mid Development of public transportation Short 7 system in the CBD term
8 Traffic congestion mitigation project Urgent
9 Intersection Grade-separation Project Urgent
Modernization of traffic control and Mid 10 management system term
11 Improvement of traffic safety facility Urgent
Improvement of pedestrian environment in Short 12 the CBD term
13 Traffic safety education and propaganda Urgent
14 Enhancement of traffic enforcement Urgent
Development of traffic accident database and Short 15 traffic safety audit system term Computerization of vehicle and license Short 16 registration term
17 Transport demand control in the CBD Urgent
Development of public parking and guidance 18 Urgent system in CBD Reform of law and regulation on traffic 19 Urgent management and TDM measure
20 Yangon Urban Traffic Planning Unit Urgent
Short 21 Public Transport Authority (PTA) term Mid 22 Traffic Control and Information Center term
< Legend > : Feasibility Study : Detailed Design, Tender Preparation, Tendering : Construction/Institutional Development/Capacity Deve. : Commencement of Operation
Source: JICA Study Team (4) Priority Projects Most of the proposed projects discussed above will be categorized into “Urgent” or “Short Term”, except for Traffic Control and information Centre project. Project components and rough estimate investment cost are shown in Table 5.1.11.
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5.2 Road Network The proposed infrastructure development concept for the transport sector (urban transport, road network, railway, port and logistic) is summarized in Figure 5.1.1 of this chapter. Appendix 1.1 (three sheets of A3 size) is an enlarged figure of Figure 5.1.1.
5.2.1 Demand Analysis The preliminary traffic demand forecast (Macro Traffic Demand Analysis), presented in Section 5.1: Urban Transport, revealed that high road traffic demands will be generated from more than 10 million population in 2040. This is expected even if the UMRT share (railway, LRT, BRT) for total passenger traffic is increased from the current 3% to 30% in 2040. The demand-supply gaps are checked on eight selected cross sections (screen lines: Figure 5.2.1), comparing the current number of car lanes and future requirement of additional lanes as shown in Table 5.2.1.
Table 5.2.1: Future Lane Requirement at Main Cross Section Cross Section Current Lane requirement in Shortage of No. No. of lanes 2040 (*) No. of lanes in 2040 L(1) : north – south : Inner Urban Area 24 26 2 L(2) : north – south : Suburbs 16 26 10 L(3) : northeast : Pazundaung Creek 24 32 8 L(9) : northeast : Along Main Rd.No.2 6 14 8 L(10+11) : west – east : Bago River 8 20 12 L(7+14) : west – east : Hlaing River 10 30 20 L(4) : CBD - Dala 0 (Car ferry) 10 10 L(13) : west – east : Along future Outer Ring Road 4 14 10 Source: JICA Study Team Note: (*): Motorization Rate = 50/1000 population Although the above results are based on the preliminary forecasts and more detailed analyses should be carried out, these results can provide some insight information on the necessary expansion of future road networks when the proposed urban development vision and urban structure plan are realized in 2040. It is forecasted that future road traffic demands will exceed the current road capacity for every direction. Special attention should be given to river crossing bottlenecks. The traffic demand of the Hlaing River and Bago River crossings will require additional 20 lanes and 12 lanes, respectively by 2040. The formation of future road network should be done in reference to the results above and in conformity with proposed future urban structures.
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Source: JICA Study Team Note: Numbers in parentheses indicate route numbers shown in the macro traffic demand analysis. Figure 5.2.1: Cross Sections for Checking Demand-Supply Gaps
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5.2.2 Development Policy
(1) Necessity for a Comprehensive Development Policy The review of the current conditions of the road sector and public transport illustrates various problems which affect local residents and their daily socio-economic activities. Traffic congestion in most of the sections and intersections of main roads are getting worse during peak hours due to higher traffic demand which is beyond the present capacity and concentration of traffic to the CBD via the limited north-south main roads (bottleneck points). The existing circular railway does not function as a mass transit due to its old facilities and inefficient operation system. The bus transport services are the dominant transport mode, particularly for people who do not own cars. However, public passenger buses are already very much congested and uncomfortable. Also, an increase in the number of buses will result in further congestion of roads. Traffic conditions in the CBD are also facing problems such as insufficient public parking space, unsystematic signal operation, and higher traffic accident rate by buses. No comprehensive traffic demand management (TDM) is taken at present. If these situations are left as it is, more severe conditions described below will take place in the near future: (i) Urbanization will be accelerated along the north-south main roads which will consequently increase the trip length and volume of traffic to/from CBD. It will cause the spread of congestion in almost all road sections not only in the peak hours but almost all day long. As a result, accessibility to/from CBD will be significantly reduced. (ii) Decrease in accessibility to/from CBD and reduced public mobility will weaken and stagnate the socio-economic activities and urban functions of Greater Yangon. Under these conditions, urban environment will be aggravated. Sustainable regional and national economic development will also be difficult to achieve. (iii) The Greater Yangon has been given the position to become an international hub city as a center of Myanmar. However, without improving the current conditions of the transport sector, the international competitiveness of Greater Yangon will weaken. As a result, foreign direct investments (FDIs) may be adversely affected. Under this situation, it is not effective to tackle only the road sector alone. In order to address or overcome this problem, a comprehensive transport development policy is required. It aims to combine all possible measures covering not only the road sector but also public transport and port/logistic sector together with the creation of a strong institutional and regulatory framework.
(2) Sector Vision and Basic Policy for Medium and Long Term The following planning ideas and basic policies were derived based on the review of current conditions of existing transportation infrastructures, preliminary traffic demand forecast and the development vision of future urban structures for Greater Yangon (Structure Plan) as explained in Chapter 3. In addition, results of the Social Survey were also referred. These basic policies were prepared for short (until 2018), medium (until 2025) and long term (up to 2035/2040) periods to keep consistency with the future urban development plan. On the other hand, the short term policies to solve the issues/problems that are currently occurring were prepared separately as urgent and symptomatic treatments.
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Realization of An Environment-friendly, Comfortable and Convenient Transport System Sector Vision (High Mobility and Reliable Transportation System Led by Modernized Urban Railway, and Contribution to Promote Planned New Urban Development) 1) Development of A Functional Road Network as Urban Backbones (incl. Logistic Routes) 2) Increase People’s Mobility through the Effective Public Transport System led by the Urban Mass Rapid Transit (UMRT) Basic Policy 3) Realization of a Safe, Environment-friendly and Comfortable Transport System 4) Development of Appropriate Traffic Demand Management Systems 5) Organizations/Institutions and Capacity Building for Creating and Maintaining A Comprehensive Transport System in the Greater Yangon
The linkage between above “Sector Vision” and “Basic Policy” with the “Structure Plan” is shown below together with the various functions of urban road network. There are two points of view as presented in the figure below for establishment of the sector vision: 1) Current problems/ issues and countermeasures, and 2) Structure Plan (which proposes the decentralization of urban functions and changes in urban structure up to the final target year 2040). The sector vision of road (railway) sector is formulated so as to support and promote the this Structure Plan. The former 1) is related to the problems/ issues currently occurring such as traffic congestion, on-road parking, traffic accidents, and superannuated bridges, and urgent/ immediate effective countermeasures are required before the implementation of the Structure Plan. On the other hand, latter 2) is the Structure Plan formulated based on the Development Vision for the whole Greater Yangon which consists of 4 pillars (International Hub City, Comfortable City, Well-Managed Infrastructure City, and Good Governance City). The Structure Plan proposes more concrete components such as decentralization of urban functions to the Secondary CBD and Sub-Centers, construction of New Towns, and Re-allocation of industrial sector, which will largely change the existing urban structure. The Basic Policy of the road/ railway sector was prepared settitng the Structure Plan as a pre-condition and intended to support/ promote the realization of the Structure Plan effectively and appropriately (such as Radial/Ring Roads for the Sub-Center Growth Belt and the Outer Ring Growth Belt. Etc.). Furthermore, preliminary demand forecast (macroscopic demand analysis) was also based on the future population distribution by the Structure Plan. Therefore, direct supporting and promoting the realization of the Structure Plan by the road/ railway sector will also result in the contribution to the realization of the Development Vision of the Greater Yangon. It is noted that the some urgent countermeasures proposed in the analysis of current problems/ issues are not only for the urgent and short term, but also applicable to the middle and long-term plans in the Structure Plan and may be implemented continuously (traffic safety policy, area traffic control system. etc.)
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Two viewpoints
Current problems/issues to be addressed Contribution to the implementation of the Structure Plan (2040) Urgent/ Short term (2015, 2018) Short/ Middle Term (2025/2035) 1 Decentralization of urban functions (Problems or issues currently occurring actually and １）Secondary CBD the urgent symptomatic treatments are required ２）Sub-Centers before realization of the Structure Plan) 2 Improvement and revitalization and the existing CBD 3 Green conservation 4 Organizations and institutional framework 5 Efficient logistic network Functions of Urban Road/Railway Network Recovery of current mobility and safety 1) Traffic function as transport passengers and goods 1. Road Infrastructure 2) Inducement of urban functions and land use ・Elimination of bottleneck points (Flyovers, 3) Access to facilities along roads and urban activities Establishment of road/railway networks to support planned long- Improvement of signalized intersections by ATCS, etc.) 4) Space function to accommodate urban utilities term urban development ・Augmentation of river crossing capacity and (Supply/treatment facilities such as electricity, water, etc.) replacement of aged/old bridges （Components of the Structure Plan） 5) Prevention of urban disasters (Fire fighting, emergency vehicles） 2. Policy, institutional arrangement ・Creation of new business, commercial, industrial and 6) Open spaces as alternative urban public parks and green areas ・Parking policy residential core areas. and maintaining residential environment ・Enforcement of traffic safety measures ・Formation of Sub-Centers growth belt ・Traffic Demand Management (TDM) and ・Formation of Outer Ring growth belt promotion of public transport utilization ・Development of waterfront areas ・Green isles、green belts ・Conservation of heritage buildings as tourist spots
Above countermeasures are necessary even in the progress of the implementation （Basic policy for supporting the Structure Plan) of the Space Plan depending on the increase of traffic demand. Basic policy of road and railway sector to support Proposed projects the Structure Plan 1 Development of Functional Road Network as Urban Backbones ・Strengthen road network (East-west, and north-south main roads) 2 Formation of Public Transport Network with UMRT --->Radial/Ring roads, construction/ improvement of bridges （Road/Railway Infrastructure） （To support future urban structure and to handle traffic demand) ・P & R System for TDM, Road network integrated with UMRT ・Development of the Yangon Central Station (Inter-modal facility) Promotion of the Planned Long-Term Urban Development Plan ・Improvement of intersections and railway crossings (Flyovers) (Decentralization of urban functions, formation of the Sub- ・Improvement of main roads for heavy trucks and containers Centers) through the TOD (Transit Oriented Development) and --->Designation of truck routes (via Radial/Ring Roads) Road Network Functions of Inducement of new land use, and ・Connection with logistic facilities, ports, SEZ, railway stations, maintaining mobility without high dependency on private cars and nationwide/ international trunk roads
3 Safety, Environmental Friendly and Comfortable Proposed projects 4 Traffic Demand Management (TDM) ・Effective use of existing road infrastructure 5 Organizations/ Institutions and Capacity Building ・Traffic Demand Management (TDM) and control of traffic flows --->(Traffic control and establishment of Traffic Control Center) （Policy, Organization and Institutions） ・Improvement of pedestrian environment and barrier-free treatment ・Preparation of Public parking spaces, Reinforcement of traffic control of traffic offence/violation Realization of safety and environmental friendly transport system ・Preparation of green belts and cycling roads through the safety traffic policy, appropriate TDM, parking policy ・Laws/ Ordinances for construction and maintain private garages/ and control of heavy trucks to enter CBD. car ports and parking spaces ・Organization for road administration integrated with public transport sector
(Realization of targeted vision of road/railway sectors by the above basic policy and proposed projects) (Sector Vision) Realization of Environmental Friendly and Comfortable/ Convenient Transport System (High Mobility and Reliable Transportation System led by Modernized Urban Railway, and Contribution to Promote Planned New Urban Development
（Contribution to realization of Greater Yangon Development Vision)
Strengthening of urban functions as an International City with the safety and reliable transport infrastructure and its improvement, operation and maintenance
Source: JICA Study Team Figure 5.2.2: Linkage between Structure Plan and Road/ Railway Sector Vision
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The detailed explanations and background of each basic policy are given below:
1) Development of a Functional Road Network as an Urban Backbone An urban road network is one of the major facilities essential to support the daily life of residents by providing necessary access to economic/business opportunities in the CBD or at planned sub-centers. Also, a road network functions as a guide and induces new land-use in the suburbs. In order to realize the targeted future urban structure plan, it is proposed that a strong/reliable road network acting as an urban backbone with a combination of radial and ring roads are to be formed. At the same time, when such network is constructed, heavy vehicle traffic is expected to be generated at Thilawa SEZ. Access to new ports and new industrial zones can be assigned on radial and ring roads that serve as trunk logistics routes without passing though densely populated areas. This road network will be connected to Nay Pyi Taw, and Mandalay through nationwide trunk roads, Asian highways as well as to other GMS countries. Therefore, the road network as an urban backbone will have a function in promoting Greater Yangon to be an international hub city.
2) Increase in Public Mobility Through Effective Public Transportation System Led by Urban Mass Rapid Transit (UMRT) From the view point of overall traffic demand, it is apparent that the road sector solely cannot accommodate all traffic demand due to limited capacity, even with the expansion of new road network. Therefore, a railway system should share a part of the traffic demand. Existing railway networks should also be extended and expanded to cover the areas outskirt of Greater Yangon. However, as network density of railways cannot be high like in road networks, feeder services by shuttle buses to/from railway stations and a park and ride system (P&R) will be required in parallel. The integration of the road network, railway and bus services is necessary to cope with the large magnitude of total traffic demands. The introduction of a UMRT supplemented by the expansion of road network and bus services (trunk bus system such as BRT) will increase public mobility which, as a result, will reduce excessive traffic demand of private cars. When these improvements by public transport are realized, many people will be attracted to live there, which will in turn promote further development of these areas. For the introduction of a BRT scheme, it is strongly recommended to ensure additional lanes/space for BRTs before it is introduced. Figure 5.2.3 presents an example on how to secure additional lanes/space without reducing the number of lanes for public vehicles.
(Existing Arterial Road) (Example of Additional BRT Lanes) Source: JICA Study Team Figure 5.2.3: Example of Additional Lanes for BRT on an Existing 4-Lane Road
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3) Pursuit of a Safe, Environment Friendly and Comfortable Transportation System The road sector also need to take necessary measures such as setting of median parts at the center of main roads for MRT/LRT, provision of pedestrian crossing bridges (overpass), installation of exclusive pedestrian signals, improvement of sidewalks, and establishment of bus bays for safety boarding/alighting. In addition to such physical measures, enhancement of traffic control and diffusion of traffic safety education should also be incorporated.
4) Development of Appropriate Traffic Demand Management Systems When widening of existing roads and new road construction are difficult in CBD and at already urbanized areas, it is necessary to control the excessive demand coming into designated areas/roads so as to reduce traffic accidents, to keep the traffic flow smooth , and to maintain the urban environment in good condition. Traffic demand management (TDM) is an effective measure in areas such as CBD where the augmentation of road capacity by widening and new road construction is difficult. The basic idea of TDM is to use existing road facilities as much as possible by controlling the demand side. TDM is also applied more extensively in new cities and new towns by the integration of different forms of public transport to reduce the usage of private cars. Strict TDM measures are not taken at present in Greater Yangon. Therefore, various menus for TDM will be prepared considering its applicability in the area, taking into account future urban development plans.
5) Organizational/Institutions and Capacity Building for Creating and Maintaining a Comprehensive Transportation System in the Greater Yangon Organizational and institutional framework (laws/ regulations) is another important base to implement and maintain urban road network and other transport infrastructure. The urban transport system consists of all related transport modes and facilities such as roads, railways, ports, inland water, private cars, buses, trucks and ferry services. These facilities/vehicles are currently operated and managed by different organizations/agencies. Coordination, cooperation and connectivity between each organization are very important in order to fulfill its function as a comprehensive transport system in total. Therefore, an alternative idea of new organizations and institutional framework shall be considered together with capacity development.
5.2.3 Development Goals and Target Effect Indicators For the purpose of evaluation of future road network development and to confirm its outcomes, the following development goals and effect indicators are prepared as shown in Table 5.2.2:
Table 5.2.2: Development Goals and Indicators (Road Network) Development Goal Indicators a) Increased mobility: through elimination of current Average speed during peak hours traffic congestion and to promote (10 km/hour ➝ 25 km/hour) future urban development plan, maintaining the urban functions b) Traffic safety: Accident rate/10,000 vehicles Basic condition for (Bus : 749 ➝300): about half of 2011 environmental friendly and (Total: 96 ➝ 50) : about half of 2011 comfortable transport system Source: JICA Study Team
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It is noted that the effect indicators are limited to items that can actually be counted based on traffic surveys or statistical data in the future.
5.2.4 Preliminary Development Plan
(1) Preliminary Development Plan The countermeasures obtained from the analysis on the current problems/ issues are treated as urgent (or short-term) projects. Other projects up to 2018 (short-term), 2025 (middle-term), and 2035/2040 (long-term) are treated as projects to support/promote the Structure Plan (Sub-Center with Green isles). The projects raised in the current problems/ issues are listed as blow: - Augmentation of river crossing capacity and replacement of aged/ old bridges - Elimination of bottleneck points (Flyovers, improvement of signalized intersections by ATCS. etc.) - Parking policy, Enforcement of traffic safety measures., traffic demand management (TDM) and promotion of public transport utilization. The preliminary development plan for the road sector is formulated by classifying into passenger movements and logistic, dividing the Greater Yangon area into three types of areas as shown in Table 5.2.3 below. The characteristics of each area have been considered in order to adopt the most appropriate plans to realize the basic policies and goals discussed above.
Table 5.2.3: Basic Development Strategy by Classified Area Logistic/Freight Type of Traffic Passengers Transport by Road Network Transport Target Period (Medium and Long Term Strategy) Medium and Long Area Central Area Existing Urban Area New Urban Area Logistics 1) Effective use of 1) Strengthen road 1) Road network 1) Preparation and existing road network integrated with designation of infrastructure (East-west, and UMRT. trunk routes for (including north-south main 2) Construction of heavy goods improvement of roads and trunk radial and vehicles and signal operation at bridges). ring roads container trailers main intersections, Replacement of network, and (via main such as ATCS) aged/ old bridges preservation of radial/ring 2) Traffic Demand 2) Improvement of environment in roads). Management(TDM) intersections and residential zones. 2) Connection with and control of traffic railway crossings 3) Preparation of logistic facilities, Basic flows including (Elimination of ports, SEZ, Development cycling roads in parking policy. bottleneck points new towns. railway stations Strategy by grade and nationwide/ 3) Development of the 4) Promotion of Yangon Central separation). international P&R System for trunk roads. Station as an 3) Traffic Demand a TDM policy intermodal facility. Management and by TDM 4) Traffic safety (TDM) and measures, control of traffic Improvement of flows pedestrian environment and barrier-free treatments Source: JICA Study Team
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(2) Candidate/ Applicable Projects Based on the above basic development strategy, the following candidate road projects by each area are raised with their purpose and expected effects shown in Table 5.2.4 below:
Table 5.2.4: Candidate Road Projects (Central Area) Central Area Area Project Purpose and Effect of the Project Road Infrastructure 1) Development of the Yangon Central Station as an 1) Promotion of the use of public transport Projects intermodal facility. by smooth transfer from/to railway 2) Improvement of main intersections to/from buses. (Hard Components) 3) Construction of flyovers at selected 2) & 3) Reduction of traffic congestion at intersections. intersections (to reduce long stopping 4) Preparation of public parking spaces. and waiting) 4) To increase road capacity and traffic safety.
Traffic Control/TDM 1) Area pricing system 1) Restriction of vehicles to enter CBD and and Other Policies. 2) Parking restriction/prohibition reduce congestion. 3) Introduction of traffic control system 2) To increase road capacity and traffic (Soft Components) 4) Preparation of walking space (improvement of safety. sidewalks for pedestrians) and safety measures 3) Realization of smooth traffic flows by (pedestrian signals and pedestrian overpass) providing information of traffic jams, 5) Reinforcement of control for traffic traffic conditions and by controlling offenses/violations signals (ATCS, etc). 6) Education of traffic rules and traffic safety. 4) To reduce accidents of pedestrians. 5) & 6) To reduce traffic accidents.. Preparation of 1) Laws/ordinances for construction and 1) To ensure preparation of garages and Institutional maintenance of private garages/carports and parking spaces by car owners. Framework/ parking spaces. 2) To control increase motorization at the Regulations 2) Preparation of laws related to road users taxes, stages of owning and using cars. To vehicle registration taxes reserve financial resource. 3) Laws for traffic impact assessments 3) To evaluate the effects of policies on 4) Laws related to BOT and PPP. traffic flows and accidents. 4) To promote participation of the private sector to road investment. Source: JICA Study Team
Table 5.2.5: Candidate Road Projects (Existing Urban Area) Existing Urban Area Area Project Purpose and Effect of the Project Road Infrastructure 1) Improvement of Main Road No.2 (partly 1) & 2) To expand north-south capacity for Projects widening) future traffic demand of trucks from the 2) Construction of Outer Ring Road (ordinary road Thilawa SEZ by providing detour routes (Hard Components) section) to avoid entering the central area. 3) Construction of Inner Ring Road (ordinary road) 3) To support circular movements in 4) Serve pedestrian crossing facilities (overpass/ existing urban area. crossing bridges) and safety measures (pedestrian 4) To keep the safety of pedestrians signals, guardrails ) crossings at main roads of heavy traffic. 5) Improvement of Main Road No.4 (Bayint Rd.). 5) To strengthen the existing Main Road 6) Construction of second Main Road No.3 No. 4 for heavy trucks. (North-South). 6) To expand north-south capacity for 7) Construction of East-West Road future traffic demand (Hlaing-Dagon section) 7) 8) To expand east-west capacity for 8) Construction of East-West Road future traffic demand. (Hlaing-Mingalardon section) 9) To handle future river crossing traffic 9) Construction of new bridges over the Bago demand. River, Hlaing River and Pazundaung/Nga Moe 10) To expand the capacity of the Inner Yeik Creek. Ring Road 10) Elevated Inner Ring Road (toll road) as an alternative (refer to Figure 5.2.3)
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Existing Urban Area Area Project Purpose and Effect of the Project Traffic Control/TDM 1) Preparation and reinforcement of laws related to 1) To ensure preparation of garages, and Other Policies. garages and parking lots. carports and parking spaces by car 2) Passing restriction of large vehicles and owners. (Soft Components) motorcycles. 2) Preserve the environment in urban and 3) Expansion of the traffic control system. residential areas as well as protect 4) Road traffic information system congestion due to motorcycles. 5) Modernization of reinforcement to traffic 3) & 4) Realization of smooth traffic flow offenses/violation by providing information of traffic jams, 6) Education for public transport priority and traffic traffic conditions and control signals. safety. 5) To reduce traffic offenses by effective use of modern ITS equipment such as CCTV. 6) To reduce traffic accidents and promotion of the use of public transport instead of private cars. Preparation of Laws/ 1) Laws/ordinances for construction and 1) To ensure the preparation of garages and Institutional maintenance of private garages and parking parking spaces by car owners. Framework/ spaces. 2) To control the increase of motorization Regulations 2) Preparation of laws related to road users taxes, at the stages of owning and using cars to vehicle registration taxes save on financial resource. 3) Laws for traffic impact assessments 3) To evaluate the effects of policies on 4) Laws related to BOT and PPP. traffic flows and accidents. 4) To promote the participation of the private sector in road investments. Source: JICA Study Team In order to expand the capacity of the arterial inner ring road as an alternative, an elevated viaduct structure might be considered. The road will be operated as a toll road in the case of a BOT or PPP project. The road shall be connected with the proposed Outer Ring Road via radial toll roads.
Existing Arterial Road (6 lanes) (Example of Elevated Road with Arterial Road (6 lanes) Source: JICA Study Team Figure 5.2.4: Example of Elevated Inner Road Alternative
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Table 5.2.6: Candidate Road Projects (New Urban Area) New Towns, New Development Areas Area Project Purposes and Effects of Project Road Infrastructure 1) Construction of Outer Ring Road 1) To guide new locations for industrial zones along the Projects (Ordinary road sections/toll expressway ORR, and provide alternative routes through traffic in sections) the east-west, north-south movements. (Hard Components) 2) Construction of greenbelt roads for -To provide heavy trucks that come from industrial pedestrians and bicycles with traffic safety zones and at Thilawa industrial zone (SEZ) with measures) detour routes to prevent entering the central city and residential areas. -To form a strong road network for safety measures in case of city disasters (such as earthquake) by providing alternative routes for evacuation of residents and emergency vehicles. 2) To make easy access to natural/agricultural resources and promote better city environment. Traffic 1) Preparation of road traffic information 1) For the effective operation toll expressways and to Control/TDM system (ITS) provide toll for road users and information regarding and Other Policies. 2) Preparation of park and ride (P&R) traffic conditions (ORR) facilities (parking spaces for transfer to 2) To reduce car usage and promote the diversion of (Soft Components) railway, UMRT in new towns) drivers to public transport. 3) Promotion of road construction by participation of private sectors Preparation of 1) Laws/ordinances for construction and 1) To ensure the preparation of garages and parking Laws/ Institutional maintenance of private garages and spaces by car owners. Framework/ parking spaces. 2) To control the increase of motorization at the stages Regulations 2) Preparation of laws related to road users of owning and using of cars to save on financial taxes, vehicle registration taxes resource. 3) Laws for traffic impact assessments 3) To evaluate the effects of policies on traffic flows 4) Laws related to BOT and PPP. and accidents. 4) To promote the participation of private sectors in road investment. Source: JICA Study Team
Table 5.2.7: Candidate Road Projects (Logistics) Logistic, Freight Traffic Area Project Purposes and Effects of Project Road 1) Construction of truck 1) To provide heavy trucks that come from industrial Infrastructure terminals/logistic facilities at zones and at Thilawa industrial zone (SEZ) with Projects appropriate locations along the detour routes to prevent entering the central city and ORR and around interchanges. residential areas. 2) Connection with logistic facilities, ports, SEZ, (Hard 2) Construction of trunk roads for railway stations and nationwide/international trunk Components) heavy trucks. roads. Traffic 1) Restriction of passing heavy 1) To keep better environment and avoid traffic mix that Control/TDM vehicles. will cause slow speed by heavy trucks. and Other 2) Restriction of over loading. 2) To minimize damages of trunk road. Policies. 3) Operation and Management System 3) Rationalization of transportation of goods by trucks to reduce the number trips. for Trucks 4) Promote safety driving by regular maintenance of (Soft 4) Establishment of Safety Measures vehicles and the scheduling of drivers in safety Components) for Truck Operations. education. Preparation of 1) Laws/ordinances for designation of 1) To ensure heavy vehicles could pass through Laws/ heavy vehicles routes. designated routes, maintain the environment and Institutional 2) Preparation of laws related to road avoid traffic accidents. Framework/ users taxes, vehicle registration taxes 2) To control the increase of motorization at the stages of owning and using of cars to save on financial Regulations 3) Laws for traffic impact assessment resource. 4) Laws related to BOT and PPP. 3) To evaluate the effects of policies on traffic flows and accidents. 4) To promote the participation of private sector in road investment. Source: JICA Study Team
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(3) Organizations Responsible for Planning and Implementation of the Road Sector At present, the construction of roads and bridges and maintenance works in the Greater Yangon are being carried out by YCDC and MOC. The traffic police is responsible for traffic control (such as signal operation, one-way system, and regulation of traffic offences/violations). It is recommended to establish a new organization or committee for the planning and implementation of road projects as well as coordination with the urban public transport sector. Further discussions are necessary for this matter.
(4) Traffic Control in the Greater Yangon
1) Traffic Control In general, the purpose of traffic control are: i) To ensure road traffic safety; ii) To maintain smooth traffic flow; and iii) To prevent negative impacts caused by road traffic. In order to fulfill the above purposes, various procedures for traffic control are adopted in many countries such as: (i) Speed control; (ii) On-road parking restriction/prohibition; (iii) One-way systems in CBD; (iv) Zone traffic control; and (v) Installation of signals at main intersections, etc. The procedures of traffic control currently applied in the Greater Yangon are the restriction of on-road parking in designated road sections, one-way system, and signalization at major intersections. However, each control measure is not functioning well, except for the one-way system. Restriction of On-Road Parking In and Around CBD On-road parking in CBD is restricted at the designated zones by order of YCDC. However, actual situations show that a lot of vehicles are still parked in some zones deemed restricted due to the shortage of off-road parking facilities. Parking charges cost at about 200 Kyats/hour which is collected by YCDC. The influences of on-road parking are as follows: i) Direct causes of traffic congestion due to the reduction of one or two lanes; and. ii) Increase in the possibility of traffic accidents. Roads where parking is prohibited are identified. These are marked on curbstones of sidewalks with red and white stripes (parking prohibition) or yellow and black (prohibition of both parking and stopping vehicles). In addition to these markings, it is also recommended to install traffic sign boards for parking prohibition at roadsides so as to easily find the designated places.
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Source: JICA Study Team Figure 5.2.5: Markings for Parking Prohibition at Curbstones
YCDC recognizes the necessity for the enforcement of parking restrictions. However, as there is little open space available for public parking facilities, strict measures on compulsary removal of parking vehicles are difficult to devise. Parking fees are collected by YCDC as one of the control measures. On the other hand, YCDC has plans to prepare public parking spaces at six selected roads as shown in Figure 5.2.6. 1. Bogyoke Aung San Road 4. Thanthumar Road 2. Yae Tar Shae Old Street 5. Sayar San Road 3. Yaekyaw Street 6. Botaht Aung Pagoda Road
4
5
2
3
1 6
Source: YCDC Figure 5.2.6: New Parking Spaces Proposed by YCDC
It is noted that these proposed new parking spaces are still on-road parking facilities which will be implemented by utilizing part of sidewalks for parking space and removing vendor shops on sidewalks. It is reported that the parking space for one car will be 8 ft x 12 ft (2.4 m x 3.7 m). This means that about 400 cars can park per kilometer (Figure 5.2.7).
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Source: JICA Study Team based on the information from YCDC Figure 5.2.7: Layout of Roadside Parking Space by YCDC
In addition to the above new parking space plan, the following policies are recommended: i) Enforcement of on-street parking prohibition in selected main roads where traffic volume is high and for avoidance of traffic accidents. ii) Adjustments/raising of parking charges to encourage public transport usage (with explanations that collected revenues are to be used for the preparation of other public parking spaces and improvement of public transport, etc.)
Traffic Signal Operation in CBD The road network in the Yangon CBD is designed as a grid type with major east-west one-way roads and interconnecting north-south streets. There are 46 traffic signals located at short intervals, thus, causing frequent stops and additional delays to traffic. Due to numerous traffic signal junctions and lack of signal coordination, long queues are often observed even in off-peak hours. The introduction of an advanced traffic control system based on the Area Traffic Control System (ATCS) is recommended for effective signal operation. It is reported that Yangon City has partly introduced ITS (Intelligent Transport Systems), such as CCTV monitoring, although there is no traffic control center yet. It is recommended to adopt ATCS at first and then ITS technology and to apply it for effective signal operation in CBD and in wide areas.
Long queues and long waiting time before an intersection signal even during off-peak hours (Sule Pagoda Road) Source: JICA Study Team Figure 5.2.8: Congestion at an Intersection
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Traffic Safety Policy Based on the analysis on current traffic conditions in the Greater Yangon regarding traffic safety, the following measures are recommended: i) Construction of medians along major roads to improve operational speed and safety. ii) Improvement of sidewalks which are barrier-free for pedestrians. Prohibition of vendor shops on the improved sidewalks. The sidewalks can be used as space for placing urban utilities such as OFCs (optic fiber cables), etc. iii) Installation of pedestrian traffic signals at main intersections (at present there are very few pedestrian signals installed). iv) Construction of pedestrian crossing bridges to segregate vehicles and pedestrians. v) Provision of adequate bus lay-bys in CBD and along major roads to avoid congestion and to keep the safety of passengers. vi) Education of the pedestrian priority rule.
Mixture of pedestrians and vehicles. Poor condition of pedestrian environment. It is Pedestrian priority rule and signals for pedestrians difficult as well as dangerous to walk on sidewalks should be established. (CBD) Source: JICA Study Team Figure 5.2.9: Pedestrian Environment
(5) Traffic Demand Management (TDM)
1) Background and Purposes of TDM It is widely recognized that good road facilities are basic pre-conditions to support daily activities in cities and to promote sustainable economic development. However, in the stage where the rapid growth of motorization is higher than the progress of development of road facilities, gaps between demand (traffic volume) and supply (road capacity) cause various problems such as traffic congestion, traffic accidents and environmental pollution. On the other hand, the expansion and widening of road facilities to meet the increasing traffic demand, particularly in densely populated cities, is very difficult due to problems of land acquisition and resettlement of residents which may impose a huge financial burden. Under these situations, measures of traffic control to realize smooth traffic flows and to prevent traffic accidents have been adopted in various countries and cities by effectively utilizing existing road facilities as much as possible. Although traffic control may affect the use of private cars to some extent, it does not have a clear incentive to reduce the use of NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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private cars. As already explained above, the expansion and widening of roads in densely populated cities are actually difficult (supply side condition). Alternative methods to balance road demand and supply should be considered by restricting/controlling the use of private cars (restriction of demand). TDM is the policy aimed mainly at controlling the demand side, both directly and indirectly. It is also necessary to ensure public consensus among citizens and to prepare alternative transport modes before executing TDM since the impacts of adopting TDM on society are significant. The basic concept of TDM is based on the fact that road development in a given urban space is limited. Excessive traffic demand beyond the road capacity will cause various traffic problems and severe environmental pollution. The purpose of TDM is to realize the optimum level of car usage by controlling each stage of owning, registration, and usage of vehicles so as to recover the balance between the demand and supply.
2) Procedures and Methods for TDM In order to restrict car usage, the following TDM procedures which are tried and similar to TDM in some countries are being considered: (i) Control of car owning: Raising import duties, taxes and vehicle registration fees; (ii) Control of car usage: Adjustment of fuel taxes, parking restriction; (iii) Road pricing (congestion tax) for specific road sections; (iv) Cordon pricing to restrict entering designated areas; (v) Area licensing system (ALS): Purchase permission cards to use cars inside designated areas; and (vi) Improvement and prioritization of public transport: To promote diversion from private cars to railways and buses by applying the following procedures for example. Improvement of access to/from railway stations (parking facilities for P&R) Establishment of bus priority lanes/ bus exclusive lanes during peak hours. Introduction of transit malls in CBD or in subcenters with no-car zones. These TDM methods have been applied or tried effectively in some European countries, as well as in North America, Hong Kong, Singapore and Japan. Of the above TDM procedures (iii) road pricing, (iv) cordon pricing and (v) area licensing system will require the establishment of toll gates at all entry points to CBD, installation of electric equipment for identifying vehicles, and development of operation systems. In addition to these technical issues, social and regulatory/institutional issues shall be raised to be solved before introducing and executing TDM (such as justification of levying entering fees on general roads). As an example in area pricing, a kind of cordon pricing system was applied in Singapore in 1975 for morning peak hours (7:30-10:15). Levying charges on vehicles entering CBD (except for buses) are applied during that time. A total of 29 gates were constructed at all entry points to CBD and passing vehicles are checked by traffic police. Results of this system were reported that private car use was reduced by 50%, share of bus passengers increased by 10% and average speed increased by 20%. If the same system is to be applied to CBD in the Greater Yangon, at least 15 checkpoints will be necessary to set up toll collection gates as shown in Figure 5.2.10. It may be possible to target a smaller area instead of the whole CBD.
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It must be noted that a thorough feasibility study should be carried out, taking into consideration the technical, operational possibility and social impacts before applying such cordon pricing system. At the same time, public transport prioritization policy should be considered together with combinations of other TDM procedures so as to promote effective shift from private cars to railways and buses.
Source: JICA Study Team Figure 5.2.10: Example of Checkpoints for Area Pricing System for CBD
(6) Infrastructure Layout The proposed short-term, middle-term, and long-term conceptual infrastructure layout plans for the main road network development are shown below. These infrastructure layout plans are established in consideration of the following points. (i) To fit with the concept and layout of the urban function for each target year; (ii) To match with the results of the macro demand forecast (required number of lanes); (iii) To give priority to improving and upgrading of the existing road network; and (iv) To give priority to areas with high population density as well as priority to on-going development project such as Thilawa SEZ. These layouts are prepared based on the macro demand analysis conducted in this study. The detailed layout should be reviewed and finalized in the sector master plan which commenced in January 2013. 1) Short-term Conceptual Infrastructure Layout Plan (Target Year: 2018) Thilawa SEZ will be open in 2015 and heavy traffic to and from the SEZ will pass through the city. Therefore, it is proposed that the construction of the widening of Road No.2 and the improvement of Road No.7 (part of Outer Ring Road) as a diversion route of the above mentioned logistic related traffic be initiated. Road No.2 will also enhance the urbanization of the Dagon Myothit area which was proposed as one of the subcenters (S/C) in this study as well as the development of housing and industrial area along Road No.7.
2) Middle-term Conceptual Infrastructure Layout Plan (Target Year: 2025) During this period, urban development such as high rise S/C proposed in this study (Dagon Myothit S/C, Hlaing Tharya S/C, Bago Riverside S/C) will be completed.
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The east-west corridors to access these S/C are proposed to be constructed with the Outer Ring Road network (Sections 1, 2 and 3).
3) Long-term Conceptual Infrastructure Layout Plan (Target Year: 2035/2040) Not only the above-mentioned S/C but also other new town cores (mid-rise areas) including the Twantay area and Dala area will be completed together with new industrial areas along the proposed Outer Ring Road. The Outer Ring Road network is proposed to be completed by this term.
4) Long-term Conceptual Infrastructure Layout Plan (Additional Consideration) The capacity of the inner arterial ring road (Strand Road-Kyee Myin Daing Road-Bayint Naung Road-Khayae/Myo Pat Road-Thanthumar Road-Pazundaung Road) might be insufficient for future traffic demand. The elevated Inner Ring Road will be considered for construction, connecting it with the Outer Ring Road via radial toll roads as shown in Figures 5.2.11-5.2.15. It is noted that the road network layout drawings in the above-mentioned layouts are conceptual plans to show the necessity of developing these corridors. Detailed route alignments will be studied and reviewed in the following sector master plan study based on the detailed traffic demand analysis. Regarding the relationship between the development of the Thilawa SEZ and future road network, the results of the macro traffic demand analysis show that the existing bridge capacity crossing over the Bago River will be significantly short in the future. Under this situation, investment incentives of investors to SEZ will be affected. Therefore, proper roles and functions of SEZ will not be realized. In addition, the smooth connection with the nationwide trunk road network is difficult. Therefore, additional bridges and approach roads infrastructure facilities for SEZ are essential. The future road network shown in the figures below were prepared taking into consideration the development of SEZ as one of the key factors. The urgent required projects have been proposed to ease or solve issues that are currently occurring. Urgent countermeasures are necessary (symptomatic treatments) considering the following criteria.
1) Prompt Implementation: Several projects should be implemented urgently. Projects without or less land acquisition have been proposed. a) Improvement of signalized intersection: Less or no land acquisition is expected; b) Construction of flyovers/Underpasses: Less land acquisition is expected; and c) Reconstruction of old bridge(s): Upper stream of the Thaketa Bridge is recommended. 2) Basic Human Needs (BHN): The projects shall enhance the following objectives. a) Improvement of signalized intersection: To reduce commuting time, to reduce air pollution, to enhance pedestrian (social vulnerable) safety; b) Construction of flyovers/underpasses: To reduce commuting time, to reduce air pollution, to enhance pedestrian (social vulnerable) safety; and c) Reconstruction of old bridge(s): To reduce commuting time, to eliminate possible danger by destruction of old bridge, to enhance pedestrian (social vulnerable) safety, to enhance social and economic activity in the project area which will contribute to the improvement of gender equity.
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Source: JICA Study Team Figure 5.2.11: Short-term Conceptual Infrastructure Layout Plan (Target Year: 2018)
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Source: JICA Study Team Figure 5.2.12: Mid-term Conceptual Infrastructure Layout Plan (Target Year: 2025)
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Source: JICA Study Team Figure 5.2.13: Long-term Conceptual Infrastructure Layout Plan (Target Year: 2035)
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Source: JICA Study Team Figure 5.2.14: Long-term Conceptual Infrastructure Layout Plan (Target Year: 2040)
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Source: JICA Study Team Figure 5.2.15: Long-term Conceptual Infrastructure Layout Plan (Additional Consideration)
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Table 5.2.8: List of Proposed Projects Category Project Name Remarks Urgent Improvement of Emergency measure to improve Signalized Intersections road traffic congestion Construction of Flyovers/Underpasses for Bottleneck Intersections Reconstruction of Old Bridge(s) such as Thaketa Bridge Emergency measure to ease future bottleneck points and to improve traffic congestion Short-term Improvement of Approach Roads of Dagon Bridge Widening or new alignment of (Target year: 2018) the Dagon Bridge approach Improvement of Road No.2 Between Pazundaung Creek to Road No.7 Length:.20 km [Outer Ring Road (Section-1)] Between Road No.2 to Road No.1 Upgrading of Road No.7 Length:.26 km Middle-term Improvement of Signalized Intersections (Phase 2,3) Emergency measure to improve (Target year: 2025) road traffic congestion Improvement of East-West Corridor 1 Road No.5 to Thanthumar Road Construction of New Bayntnaung Bridge Length:.600 m with 6 lanes Improvement of East-West Corridor 2 Hlay Thin Atwin Wun Rd - Road No.2 Construction of Wataya Bridge Length:.1200 m with 4 lanes Construction of 2nd Dagon Bridge Length:.2400 m with 4 lanes Construction of Bago Bridge (2nd Thanlyn Bridge) Length:.2800 m with 4 lanes Improvement of Road No.4 and Inner Ring Roads Widening to 6 lanes [Outer Ring Road (Section-2)] Length:.32 km with 6 lanes Construction of Arterial Roads [Outer Ring Road (Section-3)] Length:.40 km with 6 lanes Construction of Arterial Roads [Outer Ring Road (Section-1)] Length:.26 km with 6 lanes Construction of Toll Road Long-term [Outer Ring Road (Section-2)] Length:.32 km with 6 lanes (Target year: by Construction of Toll Road 2035/2040) [Outer Ring Road (Section-3)] Length:.40 km with 6 lanes Construction of Toll Road [Outer Ring Road (Section-4&5)] Length:.50 km with 6 lanes Construction of Arterial Roads [Outer Ring Road (Section-4&5)] Length:.50 km with 6 lanes Construction of Toll Road Long-term [Inner Ring Road] Length:.50 km (Inner Ring) (Add. Consideration) Construction of Elevated Roads and Radial Roads Length:.35 km (Radials) Elevated Toll Source: JICA Study Team
The Outer Ring Road is proposed for construction in phases presented in Figure 5.2.16. The concept of this method is to secure land for the Outer Ring Road (Toll Road Section) in the future. This shall be done by constructing the outer edge of the arterial roads as soon as possible. If squatters and or speculative land owners have settled along the proposed alignment, the project shall face serious difficulties in land acquisition.
NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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Source: JICA Study Team Figure 5.2.16: Example of Phased Construction for Outer Ring Road
(7) Implementation Schedule The basic principles for three terms of development are shown in Table 4.1.10 of Section 4.1: Urban Transport. Following the discussed principles and necessary time for designing, tendering and constructions, the implementation schedule for road network is illustrated in Table 5.2.9. The basic preconditions to establish the implementation schedule are listed below. (i) It is assumed that urgent projects will be completed by the end of 2018. Regarding other projects, it is assumed that: a) Basic Design (B/D) or Detailed Design (D/D) shall commence one year after the F/S due to selection of design consultants; b) Nine months shall be considered for the tendering period of contractors. (ii) Short and middle term projects give high priority to enhancing the road network for existing developed areas and the on-going industrial development such as Thilawa SEZ. On the other hand, long term projects give high priority to assuring access, connecting it with new town cores and new industrial zones. (iii) The implementation schedule should be harmonized with the above-mentioned infrastructure layout plans of each target year. (iv) The implementation schedule of large size projects such as the Outer Ring Road with huge project costs should not overlap to the utmost in order to reduce the financial burden of the Myanmar government.
The numerical/ quantitative criteria for the decision of priority projects are not adopted for the implementation schedule. However, high priority is given to the projects identified as urgent projects in the analysis on the current problems/ issues to be addressed and urgently implemented such as countermeasures to mitigate traffic congestion and replacement of aged/old bridges. Also, as the Thilawa SEZ is to be opened in 2015, bridges and access roads related to the SEZ are given high priority to be implemented in short-term. Implementation schedule of other projects are decided so as to keep consistency of progress of the Structure Plan.
NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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Table 5.2.9: Implementation Schedule (Road Network) Implementation Schadule (FY) No. Project Name Status 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Improvement of Signalized Intersections < Legend > 1 Urgent (Phase 1) : Feasibility Study : Detailed Design, Tender Preparation, Tendering : Construction : Commencement of Operation Construction of Flyovers/Underpasses for 2 Urgent Bottleneck Intersections
Re-construction of Old Bridge(s) such as 3 Urgent Thaketa Bridge
Short to Improvement of Signalized Intersections 4 Middle - (Phase 2, 3) term
Improvement of Approach Roads of 5 Short-term Dagon Bridge
Short to 6 Improvement of Road No.2 Middle - term
Short to [Outer Ring Road (Section-1)] 7 Middle - Upgrading of Road No.7 term
Improvement of East-West Corridor 1 Middle- 8 (Road No.5 - Thanthumar Road) term
Middle- 9 Construction of New Bayntnaung Bridge term
Improvement of East-West Corridor 2 Middle- 10 (Hlay Thin Atwin Wun Rd - Road No.2) term
Middle- 11 Construction of Wataya Bridge term
Middle- 12 Construction of 2nd Dagon Bridge term
Construction of Bago Bridge Middle- 13 (2nd Thanlyn Bridge) term
Improvement of Road No.4 and Inner Ring Middle- 14 Roads term
[Outer Ring Road (Section-2)] Middle- 15 Construction of Arterial Roads term
[Outer Ring Road (Section-3)] Middle- 16 Construction of Arterial Roads term
[Outer Ring Road (Section-1)] Middle- 17 Construction of Toll Road term
[Outer Ring Road (Section-2)] 18 Long-term Construction of Toll Road
[Outer Ring Road (Section-3)] 19 Long-term Construction of Toll Road
[Outer Ring Road (Section-4&5)] 20 Long-term Construction of Arterial Roads
[Outer Ring Road (Section-4&5)] 21 Long-term Construction of Toll Road
[Inner Ring Road] 22 Construction of Elevated Roads and Radial Long-term Roads
Source: JICA Study Team
NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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(8) Symptomatic Treatments for Short-Term Projects that are to be Urgently Implemented In order to draw up development policies for the road sector (including public transport), the following aspects are taken into consideration: (i) Development of policies to solve issues/problems currently occurring and urgent countermeasures are necessary (symptomatic treatments); and (ii) Development of policies to support and promote the development of future urban structure (such as creation of new S/C and new urban cores) which will drastically change traffic movement patterns and volume in future. Although the changing present urban structure and construction of new S/C and new towns are fundamental measures to accommodate the increasing population, to disperse huge traffic demand will take a long time period. Therefore, these two aspects of development policies will be treated as phasing procedure for short-term, middle-term, long-term plans and the urgent projects in short-term. Listed are the following road projects to which urgent symptomatic treatments are necessary in short-term. 1) Countermeasures to mitigate traffic congestion in CBD i) On-road parking prohibition; ii) Modernization of traffic signal operation system; iii) Optimization of intersection configuration; iv) Improvement of sidewalks; v) Control of motorcycles and non-motorized vehicles to enter CBD and other designated areas; vi) Road information services to drivers (about congestion, accidents, etc.); vii) Construction of the Outer Ring Road (ordinary road section of the main road No.7 to bypass the through traffic and to provide alternative routes); and viii) Maintain the current one-way system in CBD and improve it when necessary. 2) Countermeasures for traffic congestion on trunk/main roads i) Improvement of trunk road network (widening, etc.); ii) Construction of flyovers at congested intersections; iii) Modernization of traffic signal control; and iv) Construction of off-road bus terminals and bus lay-bys to avoid congestion. 3) Reinforcement of road maintenance and management i) Improvement of road drainage system; ii) Preparation of road asset management and inspection system; iii) Procurement and maintenance of equipment and machine for road maintenance; and iv) Securing of stable funds for road maintenance. 4) Road Traffic Safety i) Construction of pedestrian crossing bridges at main roads; ii) Construction of medians along major roads to improve operational speed and safety; iii) Improvement of road facilities such as lightning, guardrails, and markings; iv) Reinforcement of control on traffic offenses/violations; v) Improvement of sidewalks including barrier-free treatments; and vi) Education of traffic safety.
(9) Priority Projects The priority projects are shown in the project sheets in Chapter 6.3. NIPPON KOEI CO., LTD., NJS CONSULTANTS CO., LTD. YACHIYO ENGINEERING CO., LTD., INTERNATIONAL DEVELOPMENT CENTER OF JAPAN, ASIA AIR SURVEY CO., LTD., and ALMEC CORPORATION
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